Automobiles 


The  Patents  (both  for  the  United  States  of  America,  Canada,  and  also 
for  European  and  other  Foreign  Countries)  of  Motor  Vehicles  invented  by  me  are 
now  owned  by  the 

ANGLO-AMERICAN  RAPID  VEHICLE  CO., 

20  Broad  Street,  New  York 


Including  :  **  < 

Motor  Bicycles, 
•*  Tricycles, 

46  Quadricycles, 

44  Dogcarts, 

44  Sociables, 

"  Phaetons, 

c  6  Wagonettes, 

44  Char-a=bancs, 

44  Busses, 

44  Delivery  Wagons, 


also  my  Armor-plated  Motor  Machine  Gun  Carriage,  and  particulars  of  these 
Motor  Vehicles  can  be  obtained  on  application  to  the  company  at  above  address. 

E.  J.  PENNINGTON. 


HORSELESS  VEHICLES 

AUTOMOBILES 

MOTOR  CYCLES 

OPERATED   BY 

STEAM,    HYDRO-CARBON,    ELECTRIC    AND 
PNEUMATIC   MOTORS 

A  PRACTICAL  TREATISE  FOR  AUTOMOBILISTS,  MANUFAC- 
TURERS, CAPITALISTS,  INVESTORS  AND   EVERYONE 
INTERESTED  IN  THE  DEVELOPMENT,  USE  AND 
CARE  OF  THE  AUTOMOBILE 

INCLUDING  A  SPECIAL  CHAPTEK  ON  HOW  TO  BUILD  AN  ELECTEIC  CAB, 
WITH  DETAIL  DRAWINGS 


BY 

GARDNER   D.  HISCOX,  M.E. 

AUTHOR   OF 

"GAS,  GASOLINE  AND  OIL  ENGINES" 

AND 
'MECHANICAL  MOVEMENTS,  POWERS,  DhvJc£S,ANp  APPLIANCES" 


WITH  316  ILLUSTRATIONS  0  \  j   ,  j 


NEW   YORK 

MUNN   &   COMPANY 

OFFICE  OF  THE  SCIENTIFIC  AMERICAN 

361  BROADWAY 

1900 


TV.  /y  s- 


COPYRIGHTED,  1900, 

BY 
NORMAN   W.  HENLEY   &   CO. 

ALSO 

ENTERED  AT  STATIONER'S  HALL  COURT,  LONDON,  ENGLAND 


All  Rights  Reserved 


COMPOSITION,  ELECTROTYPINQ  AND  PRINTING 

BY 

MACGOWAN  &  SLIPPER 

NEW  YORK,  N.  Y.,  U.  S.  A. 


PREFACE. 

The  rapid  advance  in  the  industry  appertaining  to  me- 
chanical appliances  for  locomotion  on  common  roads  seems 
to  need  a  better  representation  than  it  has  yet  had  in  book 
form,  especially  in  its  relation  to  the  automobile  industry  in 
the  United  States. 

It  is  hoped  that  the  numerous  inquiries  in  relation  to 
motors  and  vehicles  that  have  been  received  by  the  author 
will  find  a  fair  and  satisfactory  reply  in  the  pages  of  this 
work. 

Then  there  need  be  no  apology  for  the  publication  of  a 
work  to  meet  the  wants  of  seekers  fb|*  information  in  this 
new  line  of  industry  which  exemplifies  a  new  phase  in  the 
ways  and  means  of  a  people  for  gratifying  their  desires  for 
new  modes  and  economies  in  travel  for  pleasure  or  business. 

In  the  development  of  new  modes  of  power  resources  and 
in  the  improvement  of  well-known  powers  for  automobile 
uses,  is  involved  a  vast  business  aspect  and  comparatively  a 
new  departure  in  business  lines. 

There  has  been  as  yet  but  little  published  in  book  form 
that  has  proved  satisfactory  to  the  general  reader  or  in- 
quirer on  the  subject  of  the  mechanism  and  motive  power 
for  common  road  locomotion. 

The  technical  press  in  the  United  States  seems  to  have 
been  the  only  source  of  information  and  illustration  in  re- 
gard to  this  newly  developed  industry,  and  to  this  the 
author  is  much  indebted  for  details  and  illustrations. 


0  PREFACE. 

It  is  proposed  in  this  work  to  bring  the  practical  working 
details  of  the  horseless  vehicle  as  clearly  as  possible  to  the 
understanding  of  the  general  reader. 

Personal  inspection  and  critical  examination  of  the 
mechanism  of  the  motive  power  and  running  gear  is  the 
best  method  of  arriving  at  the  facts  as  to  the  operation  and 
durability  of  so  important  an  element  as  their  power  factor. 

To  some  extent  this  has  been  afforded  and  has  contributed 
much  to  the  detailed  description  that  has  been  given  and 
illustrated  in  this  work.  A  free  reference  to  patent  illus- 
tration and  description  does  not  always  give  a  true  concep- 
tion of  a  mechanism  that  becomes  a  manufacture  after  a 
patent  has  been  issued ;  improvements  and  changes  sug- 
gested by  trials  and  experience  take  the  place  of  the  patented 
exhibit,  when  the  patented  feature  in  a  measure  is  greatly 
changed  and  sometimes  lost. 

The  theoretical  consideration  of  power  and  its  mathe- 
mathical  expressions  are  so  fully  treated  in  technical  works 
on  steam,  explosion  motors,  electricity  and  compressed  air, 
that  a  repetition  of  such  topics  in  this  work  will  not,  it  is 
thought,  increase  its  interest  for  the  general  reader  or  for 
the  user  of  the  automobile.  GARDNER  D.  Hiscox. 

May,  1900. 


CONTENTS. 


CHAPTER   I. 

PAGE 

Introductory,         . .         t         Q 

CHAPTER   II. 
Historical,  ..........  31 

CHAPTER   III. 
Steam  Automobile  Motor  Appliances, 49 

CHAPTER   IV. 
Specialties  in  Automobile  Construction,  ....  69 

CHAPTER   V. 
Steam  Propelled  Vehicles  and  Automobile  Carriages,  ,         .       81 

CHAPTER   VI. 
Horseless  Vehicles  with  Explosive  Motors,       .         .         .         .         113 

CHAPTER    VII. 
Electric  Ignition  Devices,      .          .         .         .  .         .         .119 

CHAPTER   VIII. 
Atomizing  Carburetors, 131 

CHAPTER   IX. 
Operating  Devices  and  Speed  Gears,  ....     141 


8  CONTENTS. 

CHAPTER   X. 

PAGE 

Motive  Power  and  Running  Gear,     .         .....         155 

CHAPTER   XI. 
Automobile  Bicycles  and  Tricycle,        .         .  .         .         .173 

CHAPTER   XII. 
Gasoline  Motor  Carriages  and  Vehicles,   .....         217 

CHAPTER   XIII. 
Electric  Motive  Power  for  Vehicles,      .         .         .         .         .         .273 

CHAPTER   XIV. 
How  to  Build  an  Electric  Cab,  with  Detail  Drawings,     .         .         363 

CHAPTER    XV. 
The  General  Management  of  Motor  Vehicles  of  all  Kinds,   .         .     373 

CHAPTER   XVI. 
Compressed  Air  Power  for  Vehicles,  .....         381 

CHAPTER   XVII. 
Miscellaneous,       .....         .....     393 

CHAPTER   XVIII. 


ist  of  the  United  States  Patents  on  Automobiles  and  Running 

Gear,  ..........         445 

CHAPTER   XIX. 

List  of  Manufacturers  of  Automobiles  in  the  United  States,  with 

their  Addresses,     .........     453 


Chapter  I. 
INTRODUCTORY. 


CEO 


HORSELESS  VEHICLES 
AUTOMOBILES  AND  MOTOR  CYCLES 


CHAPTER  I. 

INTRODUCTION. 

With  the  recent  advent  in  force,  of  motor  vehicles  under 
their  various  synonyms  of  horseless  carnage,  automobile, 
auto-cars,  and  motor-cycles,  in  a  list  in  which  the  roots 
auto  and  moto  enter  into  many  names  designating  the 
specialties  of  manufacture  in  Europe  and  in  the  United 
States,  comes  the  search  by  the  curious  to  find  the  true 
history  of  progress  in  the  development  of  self-propelled 
vehicles. 

Wheels  as  a  rolling  device  have  been  in  use  for  more 
than  four  thousand  years  with  oxen  and  horses  as  their  pro- 
pelling power  for  transportation.  The  only  improvement 
during  the  past  four  hundred  years  has  been  in  the  art 
design  of  the  vehicles,  and  only  during  the  past  two  centuries 
has  thought  been  given  to  other  means  or  powers  of  vehicle 
propulsion. 

The  spirit  of  invention  and  improvement  seems  to  have 
taken  a  movement  among  thinking  minds  in  the  fourteenth 


12  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

% 

century  and  was  thus  early  expounded  by  that  philosopher 
in  mechanics,  Roger  Bacon,  in  the  following  prophetic 
words : 

"  We  will  be  able  to  construct  machines  which  wrill  propel 
ships  with  greater  speed  than  a  whole  garrison  of  rowers, 
and  which  will  need  only  one  pilot  to  guide  them ,  we  will 
be  able  to  propel  carriages  with  incredible  speed  without 
the,  assistance  of  any  animal,  and  we  will  be  able  to  make 
machines  which,  by  means  of  wings,  will  enable  us  to  fly  in 
the  air  like  birds." 

The  first  indication  of  the  application  of  a  mechanical 
device  for  the  propulsion  of  vehicles  seems  to  have  begun  in 
the  sixteenth  century  in  a  vehicle  propelled  by  springs,  built 
in  Nuremberg,  Holland,  by  Johann  Haustach.  The  spring 
motor  fever  raged  at  times  during  the  passing  centuries  and 
seems  to  have  culminated  in  the  United  States  a  quarter  of 
a  century  since  as  spring-stored  power  for  street  railway 
cars  and  vehicles.  Its  life  for  such  work  was  short.  Its 
true  sphere  is  a  lasting  one  through  the  centuries  for  the 
storage  of  power  for  time  service. 

Wind  sails  for  vehicle  propulsion  was  a  common  sight  in 
Holland  away  back  in  the  palmy  days  of  the  republic  and 
have  since  been  seen  on  our  Western  prairies,  but  no  perma- 
nent success  has  resulted  from  this  power  for  vehicle  pro- 
pulsion. 

The  first  effort  at  propelling  a  vehicle  by  steam  seems  to 
have  been  made  bv  a  Jesuit  missionary,  Father  Verbrest,  in 
the  thirteenth  century,  probably  using  the  re-action  wheel  of 
the  Heron  type  that  had  apparently  laid  dormant  for  more 
than  a  thousand  years. 

It  was  a  steam  propelled  vehicle,  with  a  motor  of  the 
reciprocating  type,  that  made  its  advent  with  the  early  pro- 
gress of  the  steam  engine  for  power  purposes  that  was  the 


INTRODUCTION.  !3 

forerunner  of  the  thousands  of  self-propelled  vehicles  that 
have  as  it  seems  sprung  into  useful  operation  during  the 
last  decade  of  the  nineteenth  century. 

Steam  traction  vehicles  for  haulage,  for  drays,  for  plow- 
ing and  for  passenger  service  have  advanced  steadily  in 
Europe  and  in  the  United  States,  even  extending  to  many 
other  countries. 

The  advent  of  the  internal  combustion  motor  soon  gave  a 
new  phase  to  the  self-propelled  vehicle,  and  gave  a  further 
impulse  to  its  use  as  a  pleasure  carriage. 

The  electric  motor  and  the  storage  battery  seem  to  have 
followed  in  due  time  to  form  the  triad  of  powers  that  will 
give  the  horseless  vehicle  all  the  probable  elements  of  suc- 
cess in  every  avenue  of  usefulness. 

The  gasoline  motor  was  first  used  for  vehicle  propulsion 
with  success  about  1888,  but  was  proposed  at  an  earlier  date 
by  Lenoir  in  France.  The  electric  motor  and  storage 
battery  soon  followed  and  came  into  use  within  the  last 
decade  of  the  nineteenth  century. 

The  patents  in  the  United  States  for  motive  power  and 
running  gear  date  back  to  the  beginning  of  the  century  in 
small  numbers,  increased  in  the  decades  from  1860  to  1880, 
and  in  the  last  decade  of  the  century  swelled  up  to  a  total 
of  about  275.  The  earlier  patents  that  expired  previous  to 
1886  covered  nearly  all  the  essential  features  of  the  present 
construction. 

It  appears  from  published  data  that  in  Europe  there  are 
now  well  over  7,000  owners  of  automobiles.  Many  of  these 
own  more  than  one  vehicle,  so  that  perhaps  the  number  of 
vehicles  could  be  put  at  10,000  Of  the  7,000  no  fewer  than 
5,600  are  in  France.  The  general  idea  has  been  that  in 
France  the  interest  was  centered  in  Paris,  but  this  is  errone- 
ous, there  being  of  the  5,600  no  fewer  than  4,541  scattered 


14  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

all  through  the  departments.  In  France,  moreover,  there 
are  619  manufacturers  of  automobiles,  not  including  makers 
of  detail  parts,  998  of  them,  1,095  repair  shops,  3,939  stores 
for  oil,  gas,  etc.,  and  265  electric  charging  plants  and  "  posts." 
For  the  remainder  of  Europe  the  figures  are  far  from  com- 
plete, but  it  would  appear  that  there  are  268  owners  of  auto- 
mobiles in  Germany,  90  in  Austro-Hungary,  90111  Belgium, 
44  in  Spain,  3  "4  in  Great  Britain,  1 1 1  in  Italy,  68  in  Holland, 
114  in  Switzerland,  and  35  in  Russia,  Denmark,  Portugal. 

No  such  figures  as  these  are  at  present  obtainable  for  the 
United  States,  and  if  we  put  the  number  of  automobiles  in 
this  country  at  700  it  will  probably  be  an  exaggeration. 
The  number  of  makers  actually  at  work  or  organizing  is  prob- 
ably more  than  100.  Fortunately  for  our  credit,  as  an  in- 
ventive and  enterprising  nation,  the  first  year  of  the  new 
century  ushers  in  with  every  promise  of  a  great  outburst  of 
activity  in  the  manufacture  of  automobiles  of  every  descrip- 
tion. 

American  constructors  of  gasoline  motor  vehicles  have 
from  the  beginning  aimed  to  regulate  speed  through 
the  motor  and  to  reduce  the  speed  gears  to  one  or  two,  ob- 
taining all  intermediate  speeds  by  increase  or  diminution  of 
the  charge.  In  many  of  the  French  and  American  vehicles 
intermediate  speeds  are  obtained  by  varying  the  tension  of 
driving  belt  or  other  friction  devices,  and  it  is  to  be  noted 
that  the  very  latest  French  construction  tends  in  the  same 
direction  as  our  own,  viz.,  toward  speed  regulation  by  the 
motor.  This  tendency  is  universal,  and  it  is  only  because 
the  necessity  of  striking  out  in  that  direction  was  appre- 
ciated in  the  United  Slates  from  the  beginning  that  Ameri- 
can constructors  to-day  may  be  considered  as  far,  if  not 
larther,  advanced  than  their  competitors  in  other  countries 
where  automobile  experience  is  of  much  older  date0  When 


INTRODUCTION.  15 

the  speed  changes  in  gasoline  vehicles  are  under  considera- 
tion, it  should  also  be  remembered  that  the  momentum  of  a 
vehicle  in  motion  always  serves  to  efface  all  abruptness  in 
the  transition  from  a  higher  speed  to  a  lower  one  or  the 
reverse. 

Steam  seems  to  have  taken  the  lead  as  the  source  of 
power  for  the  horseless  vehicles  in  England  and  France,  with 
varying  success,  dragging  slowly  along  with  the  pro- 
gress of  the  steam  engine  for  nearly  a  century,  yet  ham- 
pered by  popular  and  governmental  prejudice,  obstructive 
laws  and  bad  roads,  which  even  in  this  enlightened  decade 
has  not  been  entirely  cleared  away.  Official  restrictions 
are  still  retarding  the  progress  of  the  automobile  in  the 
United  States;  but  are  fast  disappearing  in  Europe  Dur- 
ing the  past  half  century,  the  improvement  of  common 
roads  has  made  great  progress  in  France,  Germany  and 
England,  so  that  at  the  present  time  France  has  taken  the 
lead  in  good  roads  and  is  equally  in  the  lead  in  the  manu- 
facture of  automobiles. 

In  England  the  agitation  in  the  interests  of  good  roads 
started  more  than  a  half  century  since,  with  only  steam 
traction  interest  as  the  principal  mover.  Single-handed  it 
battled  for  road  improvement  with  but  slow  progress 
against  popular  prejudice  and  obstructive  regulations  and 
laws.  The  advent  of  the  explosive  and  electric  motors  for 
vehicle  propulsion,  added  other  and  powerful  impulses  m 
the  agitation  for  good  roads,  and  with  the  pressure  from 
the  vast  bicycle  interest  the  quadriad  of  forces  has  come 
together  with  a  combined  power  that  will,  we  hope,  make 
road  improvement  a  foregone  conclusion  and  a  necessity 
in  this  and  all  other  countries  of  progressive  instincts. 
With  good  roads  in  the  United  States  the  automobile  indus- 

o 

try  should  soon  forge  to  the  irontin  legitimate  activity. 


l6  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

The  motor  vehicle  contests  in  France,  England  and  the 
United  States  during  the  past  halt  dozen  years,  have  done 
much  to  wake  up  an  interest  in  the  good  roads  movement 
and  with  their  improvement  the  automobile  will  take  its 
proper  place  in  our  every-day  locomotion ;  but  we  do  not 
fear  its  supersession  of  the  horse. 

Of  the  automobile  contests  that  have  been  a  source  of  en- 
couragement in  the  improvement  of  both  vehicles  and  roads, 
may  be  mentioned  the  French  trial  races  from  Paris  to 
Rouen  in  1894,  and  from  Paris  to  Bordeaux  and  return  in 
1895.  These  were  followed  by  the  Chicago  trial  races  in 
the  fall  of  1895,  which  was  won  by  a  German  automobile, 
the  Benz,  brought  over  as  a  sample  by  Mueller  &  Sons,  of 
Decatur,  111.  A  year  later  the  Chicago  Times-Herald  or- 
ganized a  contest  with  an  offer  of  $5,000  in  prizes  for  a  54- 
mile  run.  A  large  number  of  automobiles  of  foreign  and 
American  make  were  entered.  The  three  modes  of  power 
were  represented. 

As  the  time  approached  for  the  run  one  after  another  oi 
the  contestants  excused  themselves  as  not  being  ready, 
which  resulted  in  two  vehicles  making  the  start.  The  Ger- 
man gasoline  vehicle  of  Mueller  &  Sons  was  alone  to  finish 
the  race.  This  proving  unsatisfactory,  a  further  contest 
was  made  up  for  a  later  date,  which,  unfortunately,  brought 
a  very  bad  condition  of  the  road,  but  resulted  in  prizes  lor 
various  kinds  of  showing  in  power,  endurance  and  ease  of 
management  to  the  Duryea  Motor  Wagon  Co.  (gasoline),  H. 
Mueller  &  Sons  (gasoline  Benz  motor),  a  Roger-Benz  (gaso- 
line motor-cycle),  the  Sturgis  Electric  motor-cycle,  the  Mor- 
ris &  Solom  electrobat,  G.  W.  Lewis  (gasoline  motor-cycle), 
Haynes  &  Apperson  (gasoline  motor-cycle),  the  Hertel  (gaso- 
line motor-carriage),  and  the  Hornby -Akroid  (gasoline  car- 
riage).  Nothing  of  this  character  beyond  a  few  individual 


INTRODUCTION.  I/ 

runs  and  an  exhibition,  that  has  attracted  special  attention, 
has  been  done  in  England.  In  Germany,  while  the  motor- 
carriage  industry  has  been  developed  to  a  large  extent,  we 
hear  of  no  well  contested  trials  similar  to  those  in  France 
and  in  the  United  States,  having  been  made. 

In  June,  1896,  an  automobile  contest  was  made  in  New 
York  from  the  City  Hall  to  Tarrytown  on  the  Hudson  and 
return,  under  the  auspices  of  the  Cosmopolitan  Magazine, 
which  seems  to  have  started  a  fresh  impulse  in  American 
automobile  industry.  This  contest  was  won  by  the  Duryea 
gasoline  motor-wagon.  These  contests  and  subsequent  ex- 
hibits and  trials  have  resulted  in  the  formation  of  the  Ameri- 
can Automobile  Club,  now  numbering  over  200  members, 
with  its  headquarters  in  New  York  City.  This  with  the 
L.  A.  W.  interest  should  become  a  vast  force  in  tne  interest 
of  good  roads. 

A  general  interest  and  enquiry  has  already  been  aroused 
all  over  this  country  in  regard  to  automobile  possibilities, 
and  for  information  as  to  the  constructive  details  and  action 
of  the  various  motive  powers  of  the  self-propelled  vehicles. 

France  has  so  far  taken  the  lead  in  the  development  of  the 
automobile  as  a  pleasure  carriage.  The  reason  for  that  is 
not  far  to  seek.  Paris,  where  the  automobile  is  carrying 
everything  before  it,  is  in  a  superlative  degree  the  city  of 
good  roads.  Asphalt  pavements,  kept  in  perfect  order  and 
smooth  as  a  billiard  table,  offer  tempting  inducements  to 
automobile  constructors  and  riders.  Every  variety  of  design 
and  device  for  self-propulsion  can  be  tested  under  the  most 
advantageous  conditions.  If  easy  running,  with  good  loads 
and  high  speed,  cannot  be  attained  on  the  Paris  boulevards, 
then  it  is  impracticable  anywhere.  Prizes  have  been  offered 
to  stimulate  invention  and  races  arranged  to  test  the  devices 
offered. 


18  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

To  a  great  extent,  what  is  true  of  Paris  applies  in  nearly 
equal  degree  to  the  other  large  cities  of  France,  and  to  the 
roads  connecting  them.  Long  runs  can  be  made  with  the 
assurance  of  fin:  ing  the  perfection  of  good  roads  the  entire 
distance.  If,  as  is  frequently  the  case,  automobiles  break 
down  or  fail  from  exhaustion  of  motive  power  under  such 
conditions,  it  should  be  through  no  fault  in  construction  or 
in  ineffectiveness  of  the  motive  power  when  subjected  to 
the  test  of  long  journeys,  for  this  is  common  to  all  methods 
of  travel. 

Following  in  the  contest  methods  for  invigorating  con- 
structive and  perfect  action  in  all  parts  of  a  vehicle  and  its 
power,  the  great  contest  in  France  in  1897  has  been  most 
prolific  in  results  in  the  improvement  of  its  weak  points. 

In  the  Paris  to  Dieppe  contest  no  less  than  69  entries  were 
made.  Fifty-five  started  in  the  race,  and  a  finish  was  made 
by  more  than  one-half  the  starters.  A  successful  and  con- 
tinuous trip  of  1,000  miles  from  Warsaw,  Russian  Poland, 
through  Germany  and  Belgium  to  Paris  by  an  automobile 
built  by  Peugeot,  in  10  days,  and  the  late  run  of  a  Winton 
from  Cleveland  to  New  York,  a  distance  of  707  miles,  in 
47i  running  hours,  counts  largely  in  favor  of  the  future 
stability,  durability  and  ease  of  control  in  the  vehicles  of 
the  new  motor  age. 

It  is  now  fairly  demonstrated  that  the  horseless  vehicle 
can  be  driven  long  distances  over  medium  good  roads  at 
average  speeds  of  14  miles  per  hour,  and  for  touring  parties 
this  leaves  the  horse  drag  far  in  the  shade  for  care  and 
expense. 

The  automobile  fever  has  set  innumerable  inventors  at 
work  on  motors  of  various  kinds,  while  many  bona-fide  com- 
panies have  been  formed  for  real  work  in  producing  auto- 
mobiles lor  the  market,  and  many  more  who  are  not  inven- 


INTRODUCTION.  19 

tors,  or  even  manufacturers,  that  have  organized  away  up  in 
the  millions  for  apparently  the  sole  purpose  of  hoisting  upon 
capitalists  a  worthless  stock. 

There  seems  to  be  but  three  kinds  ot  motive  power  that 
are  taking  the  lead,  viz.,  steam,  internal  combustion  and 
electric  motors,  each  of  which  has  its  adherents  or  is 
specially  suited  to  its  own  sphere  ol  action  or  special  field 
ot  usefulness.  As  for  compressed  air,  the  radius  of  action 
lor  road  vehicles  is  somewhat  limited,  and  although  it  has 
been  tried  in  England  and  some  experiments  made  in  the 
United  States,  it  has  not  as  yet  made  much  progress. 

In  railway  propulsion  it  has  taken  a  fairly  solid  base 
lor  useful  work,  having  been  in  use  in  Europe  and  the 
United  States  during  the  past  twenty  years. 

In  mining  traction  and  for  stationary  and  portable  motor 
work  it  has  taken  a  leading  and  important  position  as  a 
motive  power. 

Carbonic  acid  gas  has  as  yet  failed  to  give  satisfaction, 
owing  to  the  great  sacrifice  of  pressure  from  its  liquid  state 
required  to  bring  it  within  the  limit  of  the  working  strength 
of  a  motor. 

Acetylene  gas  is  somewhat  expensive,  and,  although  but 
slightly  experimented  with  for  vehicle  power,  it  is  yet  to  be 
developed  as  to  its  radius  of  usefulness  in  automobile  work. 

Liquid  air  is  out  of  the  question  tor  motor  power. 

The  present  year  may  be  said  to  be  a  crucial  one  in  the 
development  ot  the  automobile' into  permanent  lines  ol 
design  of  motors,  running  gear  and  bodies  best  adapted  to 
each  of  the  kinds  of  motive  power. 

When  you  first  sit  in  a  motor  carriage  and  leel  yourself 
being  carried  over  the  ground  with  no  horses  in  front  of 
you,  it  produces  a  pleasurable  sensation  As  you  become 
more  accustomed  to  it,  the  feeling  grows  to  one  of  delight 


20  HORSELESS    VEHICLES   AND   AUTOMOBILES. 

and  lastly  3^011  are  completely  "carried  away"  with  it. 
You  experience  only  half  the  joyous  possibilities  of  a  motor 
carriage  when  riding  as  a  passenger.  The  other  hall,  we 
have  learned,  is  the  driving.  When  you  have  the  steering- 
lever  in  your  hand  and  can  speed  ahead  at  your  own  pleas- 
ure by  simply  pressing  a  button,  or  lever ;  when  you  wish 
to  increase,  or  lessen  the  speed,  or  to  make  a  quick  run 
with  a  neighbor,  then  it  is  truly  a  new  and  delightful  sen- 
sation. The  vehicle  of  this  type  is  so  easily  and  safely 
controlled  that  one  soon  acquires  the  feeling  of  perfect 
confidence  in  himself  and  the  motor.  You  can  stop  so  sud- 
denly, turn  so  abruptly,  or  go  backwards  almost  as  quick 
as  thought. 

Happy  should  be  the  owner  of  an  automobile. 

While  the  over  enthusiastic  journals  and  newspapers  are 
harping  on  the  passing  of  the  horse,  it  may  justly  be  claimed 
that  an  incompetent  driver  of  horses  may  cause  as  much 
damage  as  one  on  an  automobile,  but  as  men  have  been  driv- 
ing horses  for  several  thousand  years  it  is  fair  to  presume 
that  the  green  hands  in  the  business  are  fewer  than  those  in 
the  art  of  steering  a  motor  carriage.  If  we  are  about  to 
change  to  a  new  mode  of  locomotion,  this  is  a  good  ime  to 
begin  demanding  a  certain  amount  of  skill  and  knowledge 
on  the  part  ol  the  man  at  the  lever.  The  fee  for  examina- 
tion in  cities  should  be  nominal,  and  the  board  of  ex  .miners 
should  be  made  up  of  engineers  and  experts  in  such  machin- 
ery. There  is  no  reason  why  the  license  leature  should  be 
any  more  of  a  hardship  than  it  is  for  drivers  ot  public 
vehicles.  It  is  certainly  desirable  for  the  general  public  that 
none  but  competent  men  be  allowed  to  manipulate  the  new 
vehicles,  especially  for  the  next  few  years,  while  the  horse 
is  becoming  reconciled  to  the  new  order  of  things. 

In  providing  for  the  limit  of  speed  allowed  to  automobiles 


INTRODUCTION.  21 

there  is  no  reason  why  the  regulations  should  be  any  more 
severe  than  those  now  in  use  to  prevent  fast  driving  with 
horses.  Reckless  speed — with  horses,  bicycles  and  auto- 
mobiles alike — is  chiefly  a  matter  of  place  and  time.  A  speed 
that  is  perfectly  safe  on  an  empty  street  might  deserve 
arrest  of  the  driver  in  a  crowded  park.  An  arbitrary  limit 
of  some  kind  must  be  set,  but  its  enforcement,  as  in  the 
case  of  bicycles,  will  have  to  be  left  largely  to  the  discretion 
of  police  officers.  The  licensing  of  the  drivers  will  be  a 
far  more  effective  check  upon  reckless  speed,  for  one  or 
two  offenses  of  this  sort  can  be  made  the  occasion  of  taking 
away  a  driver's  license.  The  ordinance  now  in  force  in 
Paris  should  be  a  useful  model  for  the  proposed  measure 
in  the  cities  of  the  United  States. 

The  pleasure  carriage  is  essentially  an  article  of  luxury, 
and  it  has  required  hundreds  of  years  of  use  and  the  talents 
of  the  most  skilled  to  bring  it  to  its  present  perfect  condi- 
tion, and  riders  will  demand  of  automobiles  the  same  free- 
dom from  noise  and  the  same  ease  of  motion  that  they  get 
with  the  horse-drawn  vehicle.  Cabs  and  other  public  con- 
veyances, as  well  as  vehicles  for  freight  purposes,  must  be 
provided  with  positive,  reliable  power,  one  that  is  quick  to 
respond  to  the  calls  made  upon  it,  and  one  that  will  give  the 
best  results  with  the  lightest  possible  weight ;  one,  too,  that 
is  simple,  effective  and  economical.  Capital  stands  ready 
for  bona-fide  investment  in  stages  and  trucks  as  well  as  in 
pleasure  vehicles,  just  so  soon  as  motor  builders  can  guar- 
antee their  motors  to  do  what  is  required  of  them. 

The  advantages  and  disadvantages  of  the  three  kinds  of 
motive  power  for  vehicles  may  be  briefly  stated  for  the 
consideration  of  all  interested  in  the  operation  of  the  horse- 
less vehicle. 

The  advantages  of  steam  power  may  be  sately  assumed  to 


22  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

be,  first,  absence  of  vibration  when  standing  or  running; 
second,  light  weight  and  simple  transmission ;'  third,  fuel 
and  water  easily  attainable  ;  fourth,  perfect  control  over  all 
speeds  forward  or  backward. 

Its  disadvantages  are  chiefly,  first,  municipal  obstructions 
in  regard  to  the  use  of  steam  power,  second,  practical 
knowledge  required  in  the  care  and  operation  of  steam 
power ;  third,  injury  to  boiler  and  loss  of  steaming  power  by 
incrustation  (which  may  be  remedied  by  second  require- 
ment);  fourth,  length  of  time  to  get  up  steam,  a  few 
moments  only ;  fifth,  required  watchfulness  of  water  level 
and  operation  of  the  burner,  whether  automatic  or  not. 

The  advantages  with  internal  combustion  motors  are, 
first,  absolute  safety  from  fire  or  explosion  .  second,  mod 
erate  weight  in  proportion  to  power;  third,  economy  in 
fuel  and  its  ready  purchase  on  the  road  ;  fourth,  freedom 
from  municipal  obstruction  as  to  kind  of  power;  fifth,  its 
operation  easily  learned. 

Its  disadvantages  are,  first,  more  or  less  vibration  accord- 
ing to  design  of  motor;  second,  motors  must  be  started  by 
hand  through  a  lever  or  by  crank,  although  this  is  not 
required  in  some  motors  ;  third,  complexity  of  change  speed 
gear  and  its  operation. 

In  the  electric  storage  battery  system,  the  advantages  are, 
first,  a  simple  and  direct  transmission  from  a  reversible  rotary 
motor ;  second,  ease  of  operating  the  motor  for  all  speeds 
forward  and  backward ;  third,  freedom  from  vibration  at  all 
times  and  from  noise  except  possibly  at  very  high  speed ; 
fourth,  no  preparation  required  for  starting;  fifth,  freedom 
from  anxiety  in  regard  to  the  motive  power  and  its  care; 
sixth,  ease  of  recharging  the  batteries  from  a  local  current 
plug  in  the  vehicle  stable.  Its  disadvantages  are,  first,  its 
limited  radius  of  distance  from  the  source  of  supply,  say 


INTRODUCTION.  23 

from  20  to  40  miles  hence,  only  available  in  cities  or  towns 
having  electric  stations,  or  to  a  limited  extent  from  country- 
electric  stations;  second,  excessive  weight  and  short  life  of 
batteries,  in  proportion  to  load  carried ;  third,  excessive 
cost  of  power  when  charging  current  has  to  be  purchased. 
For  local  operation  where  a  gasoline  motor  electric  plant 
is  used  for  house  lighting,  the  economy  is  apparent. 

Already  the  tendency  at  this  stage  in  the  progress  of  man- 
ufacture of  automobiles  of  all  kinds  of  motive  power  is  to 
meet  the  desire  of  owners  and  operators  of  these  vehicles 
for  great  power  and  fast  speed.  This  should  be  guarded 
against  as  tending  to  encourage  road  racing,  which  is  not 
desirable  in  a  pleasure  carriage  and  should  be  confined  to 
models  for  racing  on  suitable  tracks  or  speed wa\  s.  No  one 
thinks  of  driving  a  horse  up  a  hill  at  a  full  trot ;  a  slow  walk 
seems  to  satisfy  most"  driving  tourists.  Then  why  should  a 
motor  vehicle  be  overloaded  with  machinery  and  itself  made 
heavier  to  accomplish  excessive  speed  either  on  the  road  or 
in  hill  climbing.  This  idea  is  especially  pointed  for  family- 
comfort  on  the  road  and  for  touring.  Where  is  the  pleasure 
of  rushing  through  the  country  at  break-neck  speed  with 
eyes  riveted  upon  your  machine  gear  and  losing  the  scenic 
beauty  of  travel ? 

This  is  most  applicable  to  the  man  of  business  who  owns 
an  automobile  and  wishes  to  derive  relief  from  business 
cares  and  vexations  by  a  pleasurable  drive  in  a  vehicle  that 
gives  confidence  in  its  simplicity  of  running  gear  and  ease 
of  management.  The  cost  is  also  in  favor  of  simplicity  of 
construction  as  well  as  a  point  with  the  purchaser.  If  for 
recreation,  freedom  from  the  thought  of  complicated  parts 
and  movements  and  the  vexation  of  finding  defects  while  on 
the  road  are  most  necessary  conditions  in  the  design  of 
the  horseless  carriage.  Let  the  lovers  of  racing  sport 


24  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

only  hold  the  reins  of  the  fast  automobile  and  enjoy  its 
dangers. 

There  is  much  improvement  yet  to  be  made  in  all  the 
modes  of  generating  and  applying  power  to  the  motor 
machinery  as  well,  also  to  the  reduction  of  weight  and  parts 
without  losing  the  required  strength  for  the  proper  work  of 
the  vehicle. 

With  steam-propelled  vehicles  the  steering  and  speed 
movements  appear  to  be  reduced  to  the  most  simple  and 
direct  terms.  It  is  the  boiler  and  burner  that  are  in  the  pro- 
gressive stage  of  automatic  control ;  but  automatic  devices, 
like  other  complex  devices,  require  watching  to  give  confi- 
dence in  their  action,  and  therein  lies  its  principal  trouble. 
The  speed  control  is  faultless. 

The  internal  combustion  or  explosive  motor  system  has 
its  advantages  and  its  failings.  A  self-starting  motor  with 
one  cylinder  is  not  yet  available  for  vehicles  unless  the 
motor  is  previously  turned  to  the  proper  position  for  a 
forward  impulse. 

With  two  cylinders  the  conditions  are  better  and  with 
three  or  four  cylinders  with  consecutive  impulse  the  require- 
ment for  self-starting  seems  to  be  satisfactory.  For  any 
number  of  cylinders  the  lever  and  pawl  starting  device 
operated  from  the  carriage  seat  has  proved  satisfactory 
and  desirable.  The  devices  for  changing  the  motor  speed 
by  varying  the  charge  or  by  mischarge,  work  well  above 
the  minimum  speed  at  which  the  motor  will  run,  say  about 
200  revolutions  per  minute,  and  from  this  to  800  or  as 
claimed  by  some  builders,  1,000  or  more  revolutions  per 
minute,  the  direct  control  is  in  most  cases  satisfactory ; 
but  this  does  not  cover  the  requirement — a  forward  and 
reverse  low  speed  is  necessary, — and  at  least  one  maximum 
speed  beyond  the  capacity  of  the  direct  motor  speed  seems 


INTRODUCTION.  25 

also  necessary  and  an  intermediary  speed  is  largely  in  use. 
This  involves  a  complication  of  gears  and  gear  movements 
that  seem  to  be  the  only  drawback  to  a  most  satisfactory 
application  of  this  motor  power  for  vehicles.  It  adds  com- 
plex changes  of  gearing  to  the  operating  movements  with 
its  buzz  in  high  speed  and  adds  many  parts  to  be  oiled, 
cleaned  and  watched  for  loose  joints  from  the  jar  of  the 
running  gear. 

With  the  electric  motor  there  seems  to  be  the  most  free- 
dom from  care  of  all  the  motive  powers.  The  driving  is 
fully  as  simple  as  with  the  steam  motor  with  its  direct 
application  to  the  carriage  wheels,  few  parts  to  cause  appre- 
hension and  any  incidental  derangements  easily  found  and 
remedied  with  but  a  small  practical  knowledge  of  the  wir- 
ing connections. 

The  weight  and  life  of  the  storage  batteries  are  the  chief 
consideration  for  the  usefulness  of  the  electric  motor  vehi- 
cle for  touring  or  long  journeys.  The  improvements  in 
storage  batteries  of  late  seem  to  have  largely  reduced  the 
shortcoming  of  this  system,  and  extend  its  radius  of  opera- 
tion within  reasonable  limits  of  weight,  to  about  100  miles 
for  pleasure  automobiles  and  to  about  40  miles  for  heavy 
or  delivery  wagons.  The  increase  of  electric  light  plants  in 
the  cities  and  principal  towns  throughout  the  United 
States  make  it  possible  to  arrange  touring  routes  for  electric 
motor  vehicles  for  extended  circuits,  and  thus  enable  this 
quiet  and  easily  managed  power  to  become  available  for 
long  journeys. 

The  arrangements  for  steering  vary  largely  in  detail  and 
may  be  divided  into  three  distinct  methods. 

First,  by  pivoting  the  axle  at  its  centre  and  operating  its 
function  by  a  screw  or  geared  sector  operated  by  a  hand- 
wheel.  This  was  one  of  the  early  devices  and  was  found 


26  HORSELESS   VEHICLES   AND    AUTOMOBILES. 

clumsy  and  undesirable.  It  has  found  its  best  practical  use 
in  both  forms  in  road  rollers  and  traction  engines.  In  a 
road  roller  that  we  have  examined,  the  traverse  nut  and 
screw  are  operated  by  the  engine  with  a  double-clutch  and 
lever,  which  overcomes  the  difficulty  of  turning  the  broad- 
faced  roller  by  hand. 

The  hub  pivot  is  in  general  use  with  hand-lever  connec- 
tions for  light  vehicles  and  liand- wheel  connections  for  the 
heavier  class. 

An  improvement  in  placing  the  pivots  in  the  central  plane 
of  rotation  of  the  steering  wheels  has  entirely  removed  the 
hand  shock  by  the  direct  lever  connection,  and  has  given  to 
the  automobile  quadricycle  the  bicycle  facility  for  steerage. 
This  is  one  of  the  most  desirable  conditions  in  the  guidance 
of  motor  vehicles  The  swiveling  of  the  steering  axle  in  the 
vertical  plane  is  the  most  general  in  use  and  preferably  ta 
any  arrangement  of  an  elastic  frame,  whether  the  elasticity 
is  in  the  metal  bars  or  jointed  fittings. 

Of  resilient  tires  the  pneumatic  is  the  one  which  gives  the 
best  results.  Instead  of  the  entire  weight  of  the  vehicle 
having  to  be  raised  over  any  intervening  obstruction,  or 
crushing  it  into  the  roadway,  or  when  passing  over  a  soft 
surface  the  wheel  sinking  in  such  a  manner  that  it  must 
either  crush  down  or  surmount  the  incline  in  front  of  it,  the 
pneumatic  tire,  on  the  contrary,  absorbs  or  swallows  upr 
so  to  say,  either  entirely  or  partially,  the  obstruction,  and 
thus  obviates  the  necessity  for  the  lifting  of  the  wheel  and 
vehicle,  or  at  any  rate  greatly  reduces  the  height  through 
which  such  lifting  action  must  take  place.  Not  only  is  an 
obstacle  more  easily  surmounted  in  this  manner,  but,  lur- 
thermore,  the  tire  obtains  a  better  grip.  The  striking  of 
any  obstacle  which  may  be  situated  on  the  one  or  the  other 
side  of  the  actual  contact  point  on  the  wheel  base  is  also  to 


INTRODUCTION.  2/ 

a  large  extent  taken  up  by  the  cushioning  action  of  a 
pneumatic  tire,  and  the  pressure  exerted  through  the  spokes 
is  greatly  reduced  in  consequence  of  this  reduction  in  side 
thrusts.  In  the  case  of  the  steering  wheels  this  is  an  advan- 
tage of  great  value,  inasmuch  as  it  enables  them  to  be 
maneuvered  with  a  greatly  reduced  expenditure  of  energy, 
and  renders  their  operation  a  far  easier  matter. 

It  seems,  therefore,  that  for  the  lighter  class  ol  vehicle, 
anJ  especially  those  fitted  with  pneumatic  tires,  lever  steer- 
ing is  the  most  suitable,  as  being  the  quickest  in  action  and 
the  simplest.  But  for  the  heavier  vehicles  and  those  which 
are  not  fitted  with  resilient  tires,  wheel-steering  gear  is 
practically  a  necessity. 

In  the  design  and  construction  of  the  automobile  one 
thing  has  been  apparently  lost  sight  of  that  will  be  greatly 
missed,  and  that  is  storage  space.  Under  the  seat  and  back  of 
same  in  the  buggy  of  the  doctor  or  the  country  parson  there 
was  room  for  a  hamper  of  provisions  for  the  picnic  party,  a 
grip  of  the  traveler  or  some  supplies  for  the  needy.  In  the 
light  runabout  of  the  contractor  or  jobber  the  same  space 
gave  him  accommodation  for  tools  or  samples,  and  in  the 
carriage  in  general  such  space,  out  of  the  way  of  the  occu- 
pant and  always  at  hand,  has  been  looked  upon  as  a 
necessity.  This  space  in  the  automobile  is  occupied  by  the 
driving  mechanism,  and  when  on  a  touring  trip  the  baggage 
is  necessarily  piled  upon  the  carriage  in  a  manner  that  sug- 
gests a  moving  day.  Space  for  grip  or  baggage  is  one  of  the 
things  in  order  of  improvement  in  automobile  construction. 

There  is  nothing  of  importance  that  we  are  waiting  for 
to  add  to  the  automobile.  No  startling  inventions  are 
called  for,  and  none  probably  are  coming  to  solve  the  motor 
problem.  All  the  mechanical  essentials  have  been  devised 
seemingly  complete  and  ready  at  our  hand. 


28  HORSELESS  VEHICLES  AND   AUTOMOBILES. 

It  is  the  combination  and  adaptation  of  well-known  details 
that  is  needed  to  perfect  the  automobile  mechanism,  rather 
than  pure  invention.  Many  of  the  detailed  parts  have  been 
brought  into  practical  use  within  the  past  few  years  and  are 
held  under  patents  to  the  detriment  of  progress  in  automo- 
bile construction  on  the  best  lines  of  mechanical  design. 

The  bicycle  has  throughout  its  marvelous  development 
been  preparing  the  way  for  a  vastly  greater  vehicle  than 
itself.  The  tubing,  the  wheels  and  tires,  the  ball  bearings, 
the  sprocket  and  chain,  the  steel  for  every  part,  and  the 
numerous  products  of  automatic  machinery  have  contrib- 
uted to  the  perfect  action  of  this  elegant  and  speedy  adjunct 
to  the  human  motor.  Time  and  trial  with  the  modern 
means  of  manufacture  will  eventually  bring  weight  and 
power  to  their  respective  limits  in  the  later  vehicle  for 
strength  and  speed.  The  enthusiastic  designer  of  automo- 
biles may  be  led  to  ignore  or  forget  precisely  what  is  really 
needed,  and  purchasers  may  not  realize  exactly  what  they 
want.  We  want,  perhaps,  least  of  all  for  a  pleasure  car- 
riage, a  racing  machine.  Speed  records  will  never  estab- 
lish permanently  any  type  of  vehicle  or  motor. 

The  typical  horse,  that  has  been  such  a  valued  helpmate 
of  man,  is  not  the  racehorse.  Neither  is  the  making  of  long 
runs  over  rough  roads  the  thing  alone  to  be  kept  in  sight 
in  designing  the  vehicle.  Thousands  of  horses,  especially 
around  our  cities,  never  go  more  than  ten  miles  from  home, 
and  never  see  a  piece  of  rough  road.  Let  the  roads,  to 
some  extent  at  least,  be  smooth  for  the  vehicle,  and  let  not 
all  the  concessions  be  made  by  it.  Let  us  first  try  to  pro- 
duce serviceable,  ever-ready  and  easily-managed  automobile 
vehicles  that  will  run  upon  good  roads  without  costing  too 
much,  either  at  first  or  for  repairs,  and  let  us  use  them  and 
find  pleasure  and  comfort  and  convenience  in  them  upon 


INTRODUCTION.  29 

our  good  roads  and  for  comparatively  short  runs,  and  when 
this  service  is  fully  established  improvements  will  follow 
rapidly,  until  we  will  be  able  to  go  everywhere  and  do 
everything  with  them.  The  roads  will  be  smoothing  them- 
selves to  entice  the  automobile  farther  and  farther  from 
home,  until  it  becomes  ubiquitous. 

We  may  expect  progress  in  the  development  of  the  auto- 
mobile in  several  directions  at  once.  We  may  build  the 
highest  types  of  pleasure  vehicles  first,  for  wealth  and 
leisure  to  enjoy,  the  racer  for  the  sporting  community  and 
from  that  we  may  meet  the  larger  service  of  the  more 
numerous  classes,  with  the  motor  bicycle  and  tricycle ; 
while,  on  the  other  hand,  we  may  speed  up  and  lighten  the 
traction  engine,  transforming  it  successively  into  the  auto- 
truck and  the  delivery  wagon,  until  the  developing  types 
shall  meet  and  fully  cover  all  requirements. 


Chapter  II. 
HISTORICAL. 


THE    PERIOD   OF   THE    PROGRESS   OF   STEAM    MOTIVE 
POWER. 


CHAPTER    II. 

HISTORICAL. 
THE   PERIOD   OF  THE   PROGRESS    OF   STEAM    MOTIVE   POWER. 

The  horseless  vehicle  seems  to  have  had  a  conception  with 
the  dawn  of  steam  power,  for  Roger  Bacon  predicted  the 
coming  power  of  steam  in  road  and  marine  propulsion. 

The  dream  lay  dormant  for  a  few  centuries,  with  an  occa- 
sional spasmodic  repetition  and  day  dreams  of  reading,  sail- 
ing and  flying,  until  the  dawn  of  the  patent  period,  when,  in 
1618,  Ramsey  foreshadowed  road  traction  in  a  steam  engine 
patent.  Spring  power  had  already  been  tried  in  Germany, 
and  wind  power  for  driving  vehicles  was  being  used  to 
considerable  extent  on  the  flat  plains  of  the  Netherlands. 

Still  slumbering,  steam-road  propulsion  took  a  suggestion 
from  Sir  Isaac  Newton  about  1680  of  a  road  wagon  with  a 
steam  boiler  with  a  rearward  jet  of  steam  blowing  against 
the  air,  and  which  was  claimed  to  have  been  accomplished 
before  this  time  by  Father  Verbiest,  a  missionary  at  Pekin, 
China,  by  placing  an  asolipile  with  jets  playing  upon  a 
revolving  winged  wheel  geared  to  the  wheels  of  a  car. 
Nearly  a  century  later  but  little  progress  had  been  made 
further  than  conjectural  projects  for  road  locomotion.  Fol- 
lowing the  slow  progress  of  the  steam  engine  by  Papin, 
1698,  Savery  and  others.  Dr.  Robinson  in  1759  suggested  to 
Watt  the  application  of  the  steam  engine  for  road  car- 
riages, but  Watt  was  too  busy  to  give  it  attention,  and  the 
idea  slumbered  with  him  lor  twenty-five  years.  The  pro- 


34 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


ject  was  revived  in  successive  years  by  Dr.  Darwin  and 
Boulton,  Watt's  partner,  ending  only  in  suggestions.  Moore 
and  Small  kept  the  subject  in  agitation,  and  together,  with 
Edgeworth,  brought  the  period  of  the  ideal  horseless  car- 
riage down  to  1770  in  England.  Meanwhile  automobile 
propulsion  was  making  ideal  progress  on  the  continent, 
and  in  1769  Cugnot  had  constructed  a  running  steam 
wagon.  It  was  in  reality  a  tricycle,  the  front  single 
wheel  being  driven  by  a  pair  of  cylinders  acting  upon  a 
crank  shaft  and  geared  by  ratchets  to  the  wheel  shaft. 


FIGS,  i  AND  2.— CUGNOT 's  SECOND  ROAD 
WAGON,  1770. 

The  boiler  and  engine  overhung  the  forward  wheel, 
which  was  also  the  steering  wheel. 

This,  the  first  actual  horseless  vehicle,  made  a  speed  of  2j 
miles  per  hour,  and  was  appreciated  in  military  circles  as  a 
wonderful  machine  until  it  displayed  erratic  conditions  by 
running  into  fences  and  walls. 

Not  daunted  by  these  accidents,  Cugnot,  under  patronage 
of  the  minister  of  war,  built  an  improved  and  more  power- 
ful road  wagon  which  was  finished  in  1770.  It  is  still  pre- 


HISTORICAL.  35 

served  in  the  Conservatoire  des  Arts  et  Metiers  in  Paris, 
France. 

The  improved  road  locomotive,  as  it  was  then  called,  con- 
sisted of  a  rear  frame  supported  on  two  wheels,  pivoted  to 
the  forked  frame  and  bearing  frame  with  steering  sector  of 
the  5o-inch  driving  wheel,  upon  which  the  boiler  and  engine 
rested.  The  copper  boiler  had  an  internal  furnace  with  two 
small  copper  chimneys  passing  up  through  the  top  of  the 
boiler. 

It  had  two  single-acting  cylinders  with  pistons  con- 
nected to  occillating  arms  with  pawls  acting  pn  ratchet 
wheels  fixed  to  the  driving  wheel  axle.  Thus  each  stroke 
of  a  piston  made  a  quarter  revolution  of  the  driving  wheel. 

This  roadster  showed  overloading  on  the  single  driving 
wheel  and  came  to  grief  by  overturning  in  rounding  a  corner. 

In  England,  the  fire  of  practical  work  in  road  locomotion 
slumbered  with  an  occasional  fanning  by  Murdock,  Watt 
and  Symington,  which  culminated  only  in  working  models. 
About  1786,  Sadler  of  Oxford,  England,  was  experimenting 
in  the  application  of  steam  to  road  vehicles,  when  he  was 
cautioned  that  Watt's  patent  covered  the  principles  of  the 
application  of  steam  power  for  the  propulsion  of  road  vehi- 
cles. This  seems  to  have  stopped  progress  for  awhile  in 
England  —  although  advocates  and  inventors  were  never 
out  of  the  field. 

In  the  United  States,  Oliver  Evans  seems  to  have  been 
the  first  to  advocate  and  obtain  privileges  in  Pennsylvania 
and  Maryland,  to  operate  steam  road  wagons  about  1787. 
His  venture  resulted  in  a  combined  boat  and  road  wagon 
built  in  1805. 

Charles  Dallery,  in  France,  followed  in  Evans'  example 
with  a  small  steamboat  on  wheels. 

Nathaniel   Read,  Warren,  Mass.,  patented  a  road  steam 


30  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

carriage  in  1790.     Nothing  further  than  a  working  model 
resulted. 

Trevithick  made  a  further  advance  by  building  and  run- 
ning a  steam  road  carriage  in  1802.  After  experimental 
runs  in  and  out  of  London,  it  was  finally  dismantled  and  the 
engine  sold  for  mill  use. 


Elevation. 


Plan. 

FIGS.  3  AND  4. — TREVITHICK 's  STEAM 
ROAD  CARRIAGE,  1802. 

Road  locomotion  seems  to  have  slumbered  during  the 
war  period  in  Europe,  with  a  few  spasmodic  efforts  in  the 
way  of  patents  issued  to  Griffith,  Brown,  Burstall,  Hill 
and  others  from  1821  to  1824.  Some  of  these  patents  cov- 
ered the  push-foot  idea  which  was  probably  derived  from 


HISTORICAL. 


37 


the  duck-foot  paddles  of  the  early  years  of  steamboat  experi- 
ments, of  which  Fig.  5  is  an  example  of  Gordon's  Walking 
Carriage,  which,  after  several  years  fruitless  trials,  was 
abandoned  as  an  impractical  system. 

The  movement,  it  will  be  seen,  was  made  by  a  push-foot 


Elevation. 


Plan  of  Movement. 

FIGS.  5  AND  6. — GORDON'S  FOOT-PROPELLED 
STEAM  CARRIAGE,  1824. 

connection  from  a  three-throw  crank-shaft  and  the  lifting 
and  dropping  of  the  feet  by  a  smaller  three-throw  crank-shaft 
revolving  in  unison  with  the  larger  one. 

Griffith  built  a  steam  carriage  about  1822,  in  which  the 


HORSELESS   VEHICLES  AND   AUTOMOBILES, 


HISTORICAL. 


39 


exhaust  was  to  be  condensed  in  thin  metal  tubes  exposed  to 
a  circulation  of  air.     It  never  had  a  road  trial. 

In  the  Burstall  &  Hill  carriage  an  attempt  was  made  to 
make  all  the  wheels  drivers  by  a  fore  and  aft  shaft  with 
bevel  gears.  It  could  make  but  a  four-mile  speed  and  after 
a  few  trials,  various  changes  were  made  resulting  in  detach- 
ing the  boiler  from  the  main  body  upon  a  pair  of  drag 
wheels.  It  was  not  a  success.  The  first  road  coach  that 
seemed  to  have  been  run  with  any  success  in  England  was 
built  by  W.  H.  James,  patronized  by  Sir  J.  Anderson,  in 


FIG.  8. — GURNEY'S  STEAM  CARRIAGE. 

1829.  This  was  a  regular  coach  in  form  and  attained  a 
speed  of  1 5  miles  per  hour.  James  built  a  number  of  steam 
carriages  and  tractor  engines. 

Several  patents  in  England  and  the  United  States  fol- 
lowed this  period,  with  a  few  spasmodic  trials  on  the  road 
in  England.  Summers  and  Ogle,  in  England,  built  steam 
carriages  with  drop-tube  boilers,  similar  to  those  now  used 
on  American  fire  engines,  advancing  the  construction  to 
enable  a  speed  of  24  miles  per  hour. 

Sir  Goldsworthy  Gurney  commenced  building  road  loco- 


40  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

motives  about  1822  with  improved  methods  derived  from 
the  experience  and  failure  of  contemporaries.  Some  of 
his  coaches  and  carriages  were  run  for  passengers  and  hire 
on  the  public  highways. 


FIG.  9. — GURNEY'S  STEAM  CARRIAGE,  MODIFIED. 

ifr~S 


FIG.  10. — GURNEY'S  STEAM  CARRIAGE — PLAN. 

He  met  with  severe  opposition  from  the  authorities  by 
high  tolls  and  obstructions,  and  finally  abandoned  the 
business. 


HISTORICAL.  41 

In  Fig.  8  is  shown  one  of  Gurney's  steam  carriages  in  ele- 
vation with  an  independent  steering  wheel,  which  was  soon 
abandoned  as  impracticable. 

In  Fig.  9  is  an  elevation  of  the  modified  carriage,  and  in 
Fig.  10  a  plan  of  the  running  gear. 

Contemporaneous  and  following  Gurney's  trials,  Hancock 
seems  to  have  made  considerable  advance  in  the  construc- 
tion of  boilers  and  engines  suitable  for  vehicles,  a  number  of 
which  were  built  extending  over  the  time  from  183  to  1840, 
carriages,  omnibuses  and  tractors  being  seen  on  the  roads 


^^^ 
FIG.  ii. — HANCOCK'S  STEAM  OMNIBUS,  1839. 

about  London.  One  of  his  styles  of  omnibus  is  shown  in 
Fig.  ii. 

In  this  type  of  vehicle  the  vertical  tubular  boiler  with 
magazine  fuel  feed  and  a  blower  was  brought  into  use  to 
control  the  steam.  The  chain  and  sprocket  gear  with 
inverted  engine,  all  indicating  an  advance  towards  more 
modern  economies. 

Hancock's  vehicles  seem  to  have  taken  the  lead  in  Eng- 
land during  this  period,  forming  lines  of  steam  omnibuses 
from  London  to  Islington,  Paddington,  Stratford  and  much 
within  the  city.  Speeds  of  10  to  12  miles  per  hour  was  the 
practice  and  about  20  miles  as  a  spurt  on  the  best  roads. 


42  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

The  decade,  1830-1840,  was  an  era  of  flotation  of  com- 
panies for  road  locomotion  in  England,  the  schemes  being 
mostly  promoted  by  speculators  who  had,  perhaps,  nothing 
better  than  worthless  patents  on  which  to  base  their  claims 
for  public  favor. 

Colonel  Maceroni,  an  Italian  resident  in  England,  with 
Mr.  Squire,  patented  a  vertical  tubular  boiler  which  was  a 
rapid  generator  and  capable  of  a  working  pressure  of  1 50 
pounds.  A  steam  carriage  was  soon  built,  described  to  be 


FIG.  12. — MACERONI  AND  SQUIRE'S  STEAM  COACH,  1834, 


a  simple  and  efficient  machine  with  an  average  speed  of  16 
miles  per  hour.  This  carriage  plied  daily  between  Padding, 
ton  and  Edgeware  for  several  weeks,  and  during  a  run 
aggregating  1,700  miles  required  no  repairs. 

Fig.  12  shows  the  general  appearance  of  Maceroni's 
vehicle  with  the  chain  and  sprocket  connection  from  the 
engine  shaft  to  the  driving  wheels. 

It  was  a  nine-passenger  vehicle  and  driven  from  cylinders 
7i  by  15! inch. 

One  of  Maceroni's  steam  carriages  was  run  in  Paris,  and 
one  in  Belgium,  in  1834-5. 

Maceroni  was   starved  out  by  frauds,  and  a  general  steam 


HISTORICAL. 


43 


carriage  company  undertook  to  construct  carriages  involv- 
ing his  patents,  by  other  parties. 

We  notice  but  one  carriage,  a  steam  drag,  running  in 
Paris  previous  to  1840,  made  by  Deitz. 

J.  Scott  Russell,  in  England,  built  a  half  dozen  steam 
coaches  in  the  latter  part  of  this  decade  and  operated  them 
in  Scotland  and  in  London.  Opposition  by  the  turnpike 
companies  was  still  rampant  and  culminated  in  the  destruc- 
tion of  one  of  his  coaches.  Fig.  13  represents  one  of  J. 


FIG.  13.— J.  SCOTT  RUSSELL 's  STEAM  COACH,  1834-1840. 

Scott  Russell's  coaches  which  continued  on  the  roads  until 
about  1857. 

The  compensating  gear  appeared  about  1834,  invented  by 
Roberts,  of  Manchester,  which  appears  to  have  involved  the 
principles  of  many  following  devices  for  relieving  the  strain 
on  the  driving  wheels  when  rounding  curves.  A  common 
name  in  England  for  this  device  was  "Jack  in  the  Box," 
so  named  probably  from  its  hidden  mechanism.  It  super- 
seded the  claw  clutches  that  had  been  previously  used; 
illustrations  of  which  are  shown  in  the  details  in  other 
chapters. 


44 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


FIG.  14. — OUTSIDE  CRANK 
DIFFERENTIAL  GEAR. 


The  principle  forms  of  compensating  gear  in  use  at  this 
time,  apart  from  the  wheel  ratchets  are  represented  in 
Figs.  14,  15  and  16.  A  central  through  shaft  had  the  cranks 
keyed  on  at  right  angles.  The  differential  bevel  wheels  on 
a  cross  arm  or  frame  were  fastened  on  the  central  shaft. 
The  wheels  and  counter  bevel  gears  were  fixed  on  sleeve 

shafts  running  freely  on  the 
central  shaft  and  abutting 
against  the  shoulders  of  the 
cranks  and  gear  cross  arm. 

In  Fig.  15  is  represented 
another  form  in  which  the 
arm  carrying  the  differential 
bevel  pinions  was  made  a 
gear  or  sprocket  wheel,  in 
which  E  D,  is  the  revolving 
axle  divided  at  the  center. 

A  is  the  driving  gear  or  sprocket,  attached  to  a  frame  or 
"  Jack-box,"  which  is  fitted  to  and  moves  freely  on  the 
axle  and  carrying  with  it  the  small  bevel  pinions,  B,  which 
may  be  one  but  preferably  two,  to  more  perfectly  balance 
the  mechanism.  The  bevel  pinions,  C  C, 
are  fixed  one  to  each  section  of  the  shaft. 

This  differential  gear  as  used  on  a  trac- 
tion engine  is  shown  in  Fig.  16. 

This  form  is  also  applicable  to  a  crank 
connection  and  reducing  gear  for  any 
form  of  vehicle. 

One  wheel  and  one  bevel  gear  are  fixed 
to  the  axle.  The  other  wheel  with  its 
bevel  gear  runs  loose  on  the  axle.  The 
driving-spur  gear,  with  its  differential  pin- 
ions, runs  freely  on  the  sleeve  of  the  fixed 


FIG.  15. — DIFFER- 
ENTIAL DRIVING 
GEAR. 


HISTORICAL. 


45 


bevel  gear.  The  long-  pin  serves  to  lock  the  loose  wheel 
to  the  driving-spur  gear,  making  the  locked  wheel  take  a 
positive  motion,  and  locking  the  differential  system  for  a 
straight  run. 

Hill  and  Anderson  were  still  ardent  promoters  of  the 
steam  coach  industry,  and  several  companies  were  operating 
coach  routes  in  England,  when,  from  1840  to  1857,  anintereg- 


FIG.  1 6. — DIFFERENTIAL  GEAR  ON  TRACTION 
ENGINE. 

num  seemed  to  have  fallen  upon  this  industry  for  several 
years,  when  a  revival  seems  to  have  commenced  in  England, 
France  and  the  United  States.  The  steam  vehicle  construc- 
tion previous  to  this  time  seems  to  have  drifted  almost 
entirely  toward  large  coaches  of  capacity  for  from  12  to  20 
passengers. 


40  HORSELESS    VEHICLES   AND   AUTOMOBILES. 

In  the  United  States  the  lighter  carriages  for  private  use 
had  their  first  trials  in  a  small  steam  carriage  built  by  J.  K. 
Fisher,  in  New  York,  in  1853,  having  two  cylinders,  4  by  10 
inches,  and  a  water-tube  boiler.  This  carriage  attained  a 
speed  of  15  miles  per  hour  on  good  roads. 

Richard  Dudgeon  built  a  small  steam  carriage  with  two 
cylinders,  3  by  16  inches,  that  made  a  speed  of  10  miles  per 


FIG.  17. — RANSOME'S  TRACTION  STEAMER. 

hour.  It  was  destroyed  in  the  New  York  Crystal  Palace 
fire  in  1858. 

Progress  was  very  slow  in  the  United  States,  while  in 
England  road  locomotives  and  traction  engines  seems  to 
have  taken  the  lead,  and  a  large  industry  sprung  up  for 
foreign  demand. 

The  use  of  steam  on  common  roads  in  both  England  and 
on  the  Continent  seems  to  have  drifted  away  from  passenger 


HISTORICAL.  47 

traffic  and  more  to  traction  vehicles,  some  for  drawing  pas- 
senger coaches.  One  of  the  many  traction  engines,  of  vari- 
ous types  of  this  decade,  1860  to  1870,  is  shown  in  Fig.  17. 

This  road  steamer,  it  may  be  seen,  had  a  vertical  drop 
tube,  or  what  was  named  in  England  the  Field  boiler.  The 
cylinders  were  8  by  10  inches,  with  crank  shaft  geared  to  6- 
foot  driving  wheels.  The  boiler  had  1 1  square  feet  of  grate 
and  177  square  feet  of  heating  surface.  The  wheels  had 
India  rubber  sectional  tires,  with  linked  shoes.  Speed,  7  to 
10  miles  per  hour. 

In  1873,  Loftus  Perkins  exhibited  at  the  International 
Exposition,  South  Kensington,  England,  a  novel  steam  road 
wagon  with  three  wheels.  A  single  broad  rubber-tired 
wheel  in  front  and  two  trailing  wheels.  The  engine,  boiler, 
and  all  the  machinery  was  placed  on  a  frame  encircling  the 
single  driving-wheel,  and  turned  with  it  in  steering  the 
vehicle.  This  construction  seems  to  have  gone  back  a 
hundred  years,  for  it  was  much  after  Cugnot's  ideas  in  Fig. 
i.  The  advance  was  in  a  compound  engine,  if  by  3}  by  4^- 
inch  cylinders,  working  with  450  pounds  steam  pressure, 
with  an  engine  speed  up  to  1,000  revolutions  per  minute. 

The  vehicle  drew  a  small  truck  or  tender  on  which  was 
an  atmospheric  condenser  made  of  very  small  thin  tubes 
which  not  only  condensed  the  steam  but  rendered  its  oper- 
ation practically  noiseless.  It  was  in  use  for  two  or  three 
37ears,  and  had  sufficient  power  to  draw^  a  loaded  coach  21 
miles  in  three  hours,  including  stops.  The  boiler  was  one 
of  Perkins'  high  pressure  tubular  type. 

Mackensie,  in  England,  built  and  operated  a  steam 
brougham  in  1874,  driven  by  two  cylinders,  3}  by  4^  inches, 
with  sprocket  chain  gear  and  change  gear  for  two  speeds. 
He  used  a  drop  tube  or  Field  boiler  2  feet  in  diameter,  4 
feet  high,  working  at  135  pounds  pressure. 


48  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

Steam  road  enterprise  for  pleasure  carriages  seems  to 
have  taken  the  back  seat  from  this  on  for  several  years  until 
the  petroleum  and  electric  industry  gave  a  new  impulse  to 
road  locomotion. 

A  few  spasmodic  efforts  still  continued,  however,  in 
Europe  and  in  the  United  States.  Lee  and  Larned  built  a 
steam-propelled  fire  engine  in  New  York  in  1863.  John  A. 
Reed  built  a  steam  wagon  in  1863  and  operated  it  on  the 
Western  prairies.  Frank  Curtis,  of  Newburyport,  Mass., 
built  and  ran  a  steam  buggy  in  1867. 

Carrett,  Yarrow,  Hay  ball,  Tangye,  Todd  and  others  built 
and  operated  steam  road  carriages  of  improved  forms  and 
machinery  in  England  in  the  decade  following  1860. 

Steam  road  locomotion,  however,  continued  to  improve 
in  its  application  to  industrial  uses  for  haulage  and  steam 
plowing  in  Europe  and  the  United  States.  The  steam  road 
roller  became  a  most  important  element  in  road  improve- 
ment and  a  source  of  power  in  the  building  of  good  roads. 
It  has  now  become  a  necessity  for  road  building  and  repair- 
ing, employing  large  numbers  in  every  civilized  country. 


Chapter  III. 
STEAM   AUTOMOBILE   MOTOR  APPLIANCES. 

BOILERS  AND   BUR.NERS   FOR   STEAM    MOTOR  VEHICLES — THE 
NEW   SERPOLLET   STEAM   MOTOR. 


CHAPTER     III. 

STEAM   AUTOMOBILE    MOTOR  APPLIANCES. 

It  was  not  until  1889  that  steam  traction  on  roads  resumed 
a  new  phase  in  the  direction  of  vehicles  for  pleasure.  In 
the  decade  previous  to  this  date  the  English  road  laws  and 
the  opposition  of  turnpike  companies  appear  to  have 
almost  extinguished  road  steam  locomotion  in  England.  It 
was  to  have  a  new  birth  in  France,  under  more  liberal  roacl 
laws  and  regulations. 

In  M.  Serpollet  was  developed  the  spirit  of  evolution  for 
the  horseless  carriage,  which  in  his  hands  made  rapid 
strides.  With  the  development  of  the  explosive  and  electric 
motor  industry,  the  spirit  of  progress  became  epidemic  in 
France  and  rapidly  spread  throughout  the  Continent, 
England  and  the  United  States. 

M.  Serpollet's  boiler  was  a  marked  innovation  towards 
lightening  the  source  of  power,  and  the  flash  boiler  seemed 
to  take  on  a  useful  form,  although  the  principle  had  been 
tried  before  and  failed  to  meet  the  requirements. 

In  Fig.  1 8  is  represented  one  of  the  steam  tricycles  of 
M.  Serpollet. 

His  first  boiler  did  not  have  the  fuel  magazine,  and  is 
shown  in  vertical  section,  Fig.  19,  and  in  horizontal  section 
in  Fig.  20. 

The  flash  coil  generator,  Fig.  21,  at  first  made  of  i£  inch 
lap-welded  iron  pipe,  flattened  and  coiled  as  in  Fig.  21,  and 


52  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

afterward  of  steel  or  copper  pipe,  corrugated,  as  shown  in 
the  cut.     The  elongated  aperture  within  the  coil  was  about 


FIG.  18. — SERPOLLET'S  STEAM  TRICYCLE. 

•§•  of  an  inch  wide.     It  was  placed  above  the  fire,  as  shown 
at  A,  Fig.  19. 

They  were   tested  at  1,500   pounds   per   square   inch   to 
insure  safety  at  any  probable  pressure,  a  working  pressure 


FIG.  19.  FIG.  20.  FIG.  21. 

THE  SERPoivLET  STEAM  GENERATOR. 

of  300  pounds  being  the  practical  limit.  For  a  larger  gen- 
erator two  coils,  One  above  the  other,  were  placed  over  the 
furnace  and  their  ends  connected  so  that  the  water  injection 
was  first  through  the  lower  coil. 


STEAM   AND    ITS  APPLIANCES.  53 

In  this  method  of  generating  steam  there  is  no  valves 
between  the  boiler  and  engine ;  the  injection  pump  works 
constantly  while  the  vehicle  is  running,  and  the  amount  of 
water  fed  to  the  boiler  is  regulated  by  a  three-way  cock 
operated  by  a  convenient  handle  for  directing  the  required 
amount  of  water  to  the  boiler,  the  excess  returning  to  the 
tank  through  the  third  port  in  the  cock. 

The  feed  pump  could  also  be  started  by  hand  for  the  first 
charge.  For  stopping  the  motor,  the  water  was  shut  off 
from  the  boiler. 

Incrustation  was  not  found  in  this  type  of  generator  with 
ordinary  clean  water ;  the  high  velocity  of  the  water  and 
steam  through  the  narrow  spaces  was  found  to  sweep  any 
sediment  clean  from  the  surface  and  to  discharge  it  through 
the  cylinders  and  exhaust. 

The  evaporated  power  of  one  coil  was  reported  to  be  equal 
to  40  pounds  of  water,  or  more  than  one  boiler  horse  power, 
with  a  grate  surface  of  108  square  inches. 

This  looks  somewhat  surprising,  yet  a  record  of  1 5  miles  per 
hour  with  two  persons  on  the  tricycle  was  frequently  made. 

The  Serpollet  boilers  were  further  increased  in  power  for 
larger  vehicles  by  changing  the  form  of  the  tubes,  as  shown 
in  Figs.  22  and  23,  and  nesting  them  in  series,  as  shown  in 
Fig.  24,  and  stacking,  as  in  Figs.  25  and  26. 

The  furnace,  Fig.  25,  shows  a  longitudinal  section,  and 
Fig.  26  a  cross  section,  showing  the  fire  door  and  the 
cold  air  inlets  above  the  fire,  operated  by  a  sliding  damper 
for  admitting  cold  air  over  the  fire  when  the  vehicle  is 
standing.  This  being  the  plan  of  boiler  used  in  the  larger 
vehicles,  had  a  furnace  composed  of  fire  brick  tiles,  set  in  a 
framework  of  special  channel  and  tee  forms  of  iron  to 
hold  the  tiles  securely,  and  the  whole  was  encased  in  a 
sheet-iron  box  lined  with  asbestos. 


54  HORSELESS   VEHICLES   AND    AUTOMOBILES. 


FlG.  24 


FIG.  22 


FIG.  23 


DQBB 


FIG.  25.  FIG.  26. 

ELEMENTS  OF  THE  SERPOLLET  BOILER. 


STEAM   AND   ITS   APPLIANCES. 


FIG.  28. — LANGUEMARE 


Further  improvements  were  made  by  substituting  gaso- 
line or  kerosene  burners,  one  of  which  is  shown  in  Fig.  28, 
in  which  the  inlet  at  J  received  the  oil  under  a  low  pressure 
by  compressing  the  air  in  the  oil  tank  sufficiently  for  over- 
coming the  friction  in  the  burner  coil  and  maintain  a  vapor 
pressure  at  the  jet  for  a  full  fire 
and  governed  by  a  cock  in  the 
oil  pipe  for  reducing  the  flow  of 
oil  and  the  intensity  of  the  fire. 

The  oil  entering  at  J,  passes 
into  the  coil,  S,  becomes  vapor- 
ized and  passes  down  through 
the  end  of  the  coil,  j,  into  the 
base,  B,  and  up  through  the  cen- 
tral burner  tube,  C,  through  the 
slotted  nozzle,  O.  A  plug  at  £, 
and  the  screw  closure  at  the  top  BURNER  FOR  KEROSENE  OIL. 
of  the  burner  nozzle,  can  be  re- 
moved for  the  purpose  of  cleaning  the  burners.  The  air 
passes  up  through  the  arms  of  the  base,  B,  as  shown  in  the 

side  diagram,  and  mingles, 
with  the  vapor  at  the  base 
of  the  coil.  A  small  cup 
placed  below  the  burner, 
charged  with  alcohol, 
served  to  heat  the  burner 
and  lower  part  of  the  coil 
sufficient  for  starting  the 
burner  with  oil. 

An  improved  and  larger 
burner  by  M.  Languemare 

is    illustrated    in    Fig.    29, 
FIG.  29.— IMPROVED  LANGUEMARE 

BURNER.  which   has  a  central  valve 


HORSELESS  VEHICLES  AND   AUTOMOBILES. 


to  control  the  vapor  flow  close  to  the  burner  tips — a  very 
good  arrangement,  as  the  oil  or  gasoline  that  may  be  in  the 
fluid  state  in  the  lower  part  of  the  coil  may  be  checked  from 
feeding  the  burners  more  readily  than  by  a  valve  in  the 
feed  tube,  A.  The  valve  wheel,  D,  is  operated  by  ratchet 
wheels  and  chain  connection  with  the  seat. 

The  cut  represents  a  five-tip  burner.  The  four  tips,  F  F, 
in  the  arms  of  the  frame  are  adjusted  by  screwing  up  or 
down  for  any  desired  size  of  aperture.  The  central  tip  is 
also  adjusted  by  a  screw,  but  is  hollow,  with  side  holes,  to 


FIG.  30. 


FIG.  31, 


allow  the  vapor  to  pass  to  the  outer  tips.  The  cup,  E,  is  for 
starting  the  burner  with  alcohol. 

Other  forms  of  these  burners  are  in  use.  Those  for  gaso- 
line require  much  less  coil  surface  for  vaporizing  and  are 
made  in  helical  nests  of  three  or  five,  with  straight  sides  or 
cylindrical  casings. 

In  Fig.  30  is  shown  an  English  submerged  vertical  tube 
boiler  with  interior  circulating  deflectors;  a  liberal  steam 
and  water  level  surface  and  well  adapted  for  coal,  coke  or 
gasoline  burner. 

De  Dion  and  Bouton,  in  France,  made  several  models  of 
boilers  for  vehicles,  one  of  which,  Fig.  31,  is  a  vertical  boiler 


STEAM    AND    ITS   APPLIANCES. 


57 


with  an  outside  water  space  connected  to  an  inside  water 
cylinder  by  inclined  tubes,  with  a  diaphragm  across  the  inner 
cylindrical  shell  between  the  two  upper  rows  of  tubes  for 
producing  dry  steam  by  circulating  the  steam  generated  in 
each  compartment  through  the  upper  tubes. 

This  boiler  is  especially  applicable  for  coal  or  for  a  gaso- 
line torch  furnace,  which  can  be  fixed  to  the  grate  lugs. 

Another  form  of  boiler,  made  by  the  De  Dion-Bouton 


FIG.  32. — DE  DION  BOILER. 

Co.,  is  of  the  magazine  type,  derived  from  Fig.  31,  in  princi- 
ple, but  with  an  annular  central  shell  and  down  draft  smoke 
pipe,  illustrated  in  Fig.  32. 

This  boiler,  it  will  be  seen,  has  every  other  vertical  sec- 
tion of  tubes  closed  at  their  outer  end  and  expanded  in  the 
outer  sheet  of  the  inside  section  of  the  boiler,  while  the 
alternate  tube  sections  are  expanded  in  both  sections  of  the 
boiler. 

The  magazine,  C,  is  closed  by  an  air-tight  cover,  AT, 
and  the  draft  regulated  by  the  sector  cover,  O.  The  end 


58  HORSELESS   VEHICLES    AND   AUTOMOBILES. 

joining  of  the  two  pair  of  cylindrical  shells,  it  will  be 
observed,  are  made  by  annular  grooved  plates  held  by 
through  bolts,  in  the  author's  opinion,  a  not  very  reliable 
construction  for  a  high  pressure  boiler. 

The  boiler  of  the  steam  fire  engine,  made  by  the  Gould 
Manufacturing  Co.,  Seneca  Falls,  N.  Y.,  Fig.  33,  is  a  type  of 
the  vertical  tube  system  with  a  water  fire  box  and  sub- 
merged tubes.  Its  conical  smoke  chamber  and  central 
smoke  pipe  gives  this  type  of  boiler  many  advantages  in 
having  the  water  line  above  the  tubes  and  a  large  steam 
space  so  desirable  for  this  class  of  boilers. 


FIG.  33. — THE  FIRE  ENGINE  BOILER. 

It  is  the  general  type  of  boiler  used  in  England  for  trac- 
tion engines,  trucks,  road  rollers  and  other  heavy  steam 
vehicles.  In  the  United  States  the  horizontal  or  locomo- 
tive form  of  boiler  is  largely  in  use  for  road  rollers  and 
traction  engines. 

BOILERS   AND   BURNERS. 

In  Fig.  34  is  illustrated  a  boiler  made  by  the  Clarkson  & 
Capel  Co.,  London,  and  used  with  the  burner,  Fig.  35,  on 
their  four-ton  dray. 

The  tubes  in  this  type  are  only  inclined  from  the  horizon- 
tal enough  to  make  a  free  circulation.  The  conical  fire  box 


STEAM   AND    ITS   APPLIANCES. 


59 


has  a  large  heating  surface 
and  receives  the  first  im- 
pact of  the  flame. 

In  Fig.  35  is  illustrated 
the  Clarkson  &  Capel 
burner.  The  oil  enters  the 
vaporizing  coil  at  the  bot- 
tom turn  at  E,  as  shown  by 
the  dotted  line ;  is  vapor- 
ized by  the  flame  of  the 
burner  and  the  vapor  car- 
ried through  a  continuation 
of  the  coil  to  the  needle 
valve  chamber  at  J. 

The  spindle  of  the  needle 
valve,  A7",  is  pivoted  to  the 
arm  of  a  rock  shaft  that 

extends   to   the    outside    of  

the  mixing  chamber,  T,  and       FlG  34._THE  c.  &  c  BOILER. 
connects  by  the  arm,  Z,  and 

the  lever,  L',  to  the  burner  spindle  and  valve  for  regulating 
the  flame  at  E.     A  cross  bar  at  B  guides  the  spindle,  which 


FIG.  35.— THE  C.  &  C.  BURNER. 


6o 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


is  threaded  on  its  upper  end  to  allow  the  valve  to  be 
adjusted  so  as  to  close  at  the  same  time  that  the  vapor 
needle  valve  at  J  closes.  The  valves  are  operated  by  a 
lever  on  the  rock  shaft  and  a  link  extending  to  a  con- 
venient place  for  the  driver  to  handle. 

At  A  is  a  rotary  valve  for  regulating  the  inflow  of  air  for 
•diluting  the  oil  vapor  as  it  passes  along  the  tube,  T.  A 
hand  torch  is  used  to  heat  the  vaporizing  coil  before  the  oil 
is  allowed  to  enter. 


ooooo  oooo 
oooooooo 


FIG.  36.— THE  EXTERNAL  FINGER 
BOILER. 

In  Fig.  36  is  illustrated  a  very  effective  boiler,  with  a 
central  chamber  made  from  eight  or  ten-inch  lap  welded 
iron  pipe,  with  both  heads  drawn  in  and  welded  solid,  as  is 
done  with  the  compressed  air  bottles  or  they  may  be  riveted 
and  calked,  as  with  other  boilers. 

The1  fingers  may  be  made  of  f-inch  iron  pipe,  from  4  to  5 
inches  long,  welded  up  and  squared  or  flattened  on  the 
welded  end  to  receive  a  box  wrench.  The  other  ends  to 
have  the  standard  pipe  thread. 


STEAM   AND    ITS   APPLIANCES. 


61 


The  casings  may  be  made  of  No.  12  sheet  iron,  covered 
with  asbestos  and  enclosed  in  a  thin  sheet  iron  case. 

The  fuel  evaporating  coil  may  be  made  of  |  iron  or 
copper  pipe,  and  connected  to  a  burner  frame,  as  in  Fig.  36 
and  Fig.  37.  The  boiler,  Fig.  37,  is  made  of  steel  boiler 
plate  with  water  leg  and  internal  finger  tubes  made  in  the 
same  manner  as  above  described.  It  may  have  an  outside 
case  of  thin  sheet  iron  with  asbestos  packing  on  the  cylin- 
drical part. 


FIG.  37. — THE  INTERNAL 
FINGER  BOILER. 


FIG.  38. — THE  VERTICAL 
TUBE  BOILER. 


The  boiler,  Fig.  38,  with  a  shell  made  of  copper,  No.  10 
wire  gauge,  and  heads  of  ^-inch  sheet  steel,  flanged  and 
riveted  to  the  shell,  illustrates  a  good  practice  for  small 
boilers. 

The  diameter  for  4  horse  power  should  be  15  inches  by  15 
inches  in  height.  The  heads  should  be  laid  out  for  350 
copper  tubes  ^-inch  diameter,  No.  14  wire  gauge,  cut  to 
project  £-inch  beyond  each  head  and  expanded  by  a  suitable 
Dudgeon  expander  and  the  ends  flanged  out. 


62 


HQRSELESS   VEHICLES   AND   AUTOMOBILES. 


The  vaporizing  tube,  as  used  in  the  Stanley  system,  enters 
under  the  edge  of  the  shell,  extends  up  through  one  of  the 
tubes  and  down  through  another  tube  to  the  burner  case. 
With  this  arrangement,  a  separate  air  jet  must  be  used  to 
start  the  boiler,  after  which  the  heat  of  the  boiler  is  sufficient 
to  vaporize  the  gasoline  in  the  pipes  within  the  boiler 
tubes. 

The  jet  burner,  Fig.  39  is  a  hollow  casting  consisting  of 
two  rings  with  connecting  necks,  the  upper  surface  having 
from  60  to  75  holes  about  -£%  of  an  inch  diameter,  through 


FIG.  39. — JET  BURNER. 


FIG.  40. — JET  BURNER. 


which  the  vapor  meets  the  air  drawing  through  the  spaces 
within  and  around  the  rings. 

The  jet  burner,  Fig.  40,  may  be  made  with  two  disks  of 
J-inch  steel  plate  with  the  edges  flanged  over  to  shut  tight 
with  a  |~inch  space  and  brazed,  with  a  collar  for  connecting 
the  vapor  pipe.  The  holes  for  air  feed  may  be  laid  out  and 
drilled  in  one  head  before  the  heads  are  brazed,  which  makes 
the  grilled  head  the  template  for  drilling  the  other  head. 
The  size  of  the  holes  must  be  made  to  exactly  fit  the  selected 
size  of  the  steel  tubing  from  which  to  make  the  thimbles  t  > 
fill  the  holes  and  to  be  expanded  and  the  edges  flared  to 
make  a  secure  joint.  The  size  of  the  thimbles  may  be  f  or 


STEAM    AND    ITS    APPLIANCES.  63 

I  inch,  and  the  number  may  be  from  10  to  30,  to  suit  the  size 
ot  burner  required.  The  jet  holes  should  be  ^-inchin  diam- 
eter and  in  number  suited  for  the  size  of  the  boiler  from 
three  to  five  hundred.  One  thousand  holes,  -fa  will  only 
equal  the  area  of  a  TSg-inch  pipe. 

BOILERS    AND    ENGINES   FOR   STEAM    MOTOR   VEHICLES. 

In    Fig.  41  we  illustrate  a  multiple    vertical   tube    boiler 


FIG.  41. — THE  MILNE  &  KILLAM  BOILER. 

made  by  Milne  &  Killam,  Everett,  Mass.,  who  are  now  build- 
ing boilers,  burners,  regulators  and  engines,  with  complete 
equipment  for  steam  motor  carriages. 

The  vehicle  boiler  here  illustrated  is  the  stock  pattern 
supplied  to  vehicle  manufacturers,  weighs  complete  but  1-30 
pounds.  It  is  15  inches  in  diameter  and  1 5  inches  high,  and 
will  generate  steam  under  normal  pressure  for  4  horse 
power.  It  is  built  with  a  steel  shell  and  has  380  copper 


64 


HORSELESS   VEHICLES   AND    AUTOMOBILES. 


tubes,  each  14  inches  long,  giving  a  heating  surface  of  56 
square  feet.  The  working  pressure  is  140  pounds,  and  each 
boiler  is  tested  at  350  pounds.  The  boiler  is  covered  with 
asbestos  and  aluminum.  It  is  fitted  with  dry  steam  pipe, 
water  glass  fittings,  gauge  cocks  and  blow-off  pipe,  holes  for 
water  feed  and  steam  gauge  connected  ;  also  a  multiple 
tube  cylindrical  burner  15  inches  diameter,  5  inches  deep,, 
with  automatic  gasoline  regulator. 


FIG.  42. — FOUR-CYLINDER  SINGLE  ACTING  ENGINE. 

The  engine,  Fig.  42,  furnished  with  the  boilers  of  this  com- 
pany are  very  compact  and  are  models  of  concentrated 
energy.  They  develop  on  extreme  call  6  horse  power,  al- 
though they  develop  but  4  horse  power  with  the  usual  boiler 
pressure  of  140  pounds  per  square  inch. 

It  is  of  the  four  cylinder,  single  acting,  reversible  type 
and  runs  in  oil  in  a  draft-proof  case;  perfectly  balanced  and 
noiseless.  Four  cranks  set  at  90°  from  each  other,  gives  a 


STEAM   AND    ITS   APPLIANCES.  65 

perfect  balance,  and  do  away  with  all  vibration.  What  is 
meant  in  this  engine  by  "single-acting"  is,  that  steam  is 
admitted  to  one  end  of  the  cylinders  only,  therefore,  the 
pressure  on  the  working  parts  is  aways  in  one  direction, 
which  prevents  any  noise  or  pounding. 

The  engine  is  hung  or  suspended  by  the  top,  permitting 
it  to  swing  fore  and  aft  to  allow  for  adjustment  of  the  driv- 
ing chain.  This  arrangement  also  does  away  with  any  fore 
and  aft  strain  on  the  engine  or  rear  axle  that  would  occur  if 
the  engine  was  stationary  while  going  over  rough  roads. 
The  steam  pipe  is  so  arranged  that  no  strain  is  brought 
upon  it  by  fore  and  aft  movement  of  the  engine. 

THE  NEW  SERPOLLET  STEAM  MOTOR. 

The  new  steam  motor  of  Leon  Serpollet  is  designed  much 
on  the  same  principles  of  the  straight  line  double  cylinder 
gasoline  engines.  It  is  illustrated  in  Fig.  43  in  part  sec- 
tional elevation,  plan  view,  end  view  and  a  section  of  the 
compression  sub-piston  and  inlet  port  at  the  lower  right 
hand  corner  of  the  cut. 

It  was  designed  for  using  the  superheated  steam  gen- 
erated in  the  flash  boiler. 

Steam  is  admitted  by  valves  at  the  end  of  each  cylinder, 
which  are  operated  by  cams  on  a  secondary  shaft  geared  to 
the  crank  shaft.  The  exhaust  for  each  cylinder  is  by  a  port 
opened  by  the  piston  at  the  forward  end  of  its  stroke,  as 
shown  on  the  left  hand  cylinder  in  the  elevation  figure  of 
the  cut. 

By  this  arrangement  the  steam  is  only  exhausted  during 
the  moment  of  the  end  of  the  impulse  stroke.  The  steam 
remaining  in  the  cylinder  is  compressed  on  the  return 
stroke  in  the  whole  space  up  to  the  inlet  valve.  The  sup- 
plementary plunger  piston  moving  in  the  neck  of  the  inlet 


66 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


passage  is  longer  than  the  pistcn  stroke ;  it  is  hollow,  with 
side  ports  at  about  half  stroke. 

The  operation  is,  then,  that  the  return  stroke  of  the  piston 
compresses  the  steam  remaining  in  the  cylinder  and  inlet 
pipe  until  one-half  the  return  stroke  is  made,  when  the  ports 
in  the  sub-piston  close  and  the  compression  in  the  cylinder 
is  rapidly  increased,  making  a  strong  cushion  of  steam  in 


FIG.  43. — THE  SERPOLLET  COMPRESSION  ENGINE. 

both  the  cylinder  and  inlet  pipe.  The  inlet  valve  then 
opens,  letting  in  a  charge  of  high  pressure  and  temperature 
steam ;  not  against  the  full  area  of  the  large  piston,  but 
against  the  area  of  the  sub-piston  and  following  it  until  the 
small  side  ports  open  and  the  compression  of  the  large 
piston  is  partly  exhausted  by  expansion,  when  the  inrush  of 
the  high  pressure  steam  gives  a  powerful  impulse  during 
the  middle  of  the  crank  stroke. 


STEAM   AND   ITS   APPLIANCES.  67 

CARE   OP   AN   AUTOMOBILE   BOILER. 

The  amount  of  steam  required  for  a  vehicle  engine  should 
not  be  much  greater  than  for  other  small  engines  of  slide 
valve  type.  The  variable  cut-off  from  the  reversing  link 
motion,  with  the  probable  leakage  in  valves  and  piston,  for 
a  light  runabout  using  an  average  of  one  and  a  half  indicated 
horse  power  at  a  fair  traveling  speed  of  10  miles  per  hour, 
should  use  no  more  than  35  pounds  of  water  per  horse 
power  hour.  For  a  3O-mile  trip  this  would  be  105  pounds 
or  about  13  gallons,  which  will  be  a  small  storage  capacity 
for  such  a  vehicle,  and  may  admit  of  a  much  larger  storage, 
say  for  a  50  mile  trip.  The  gasoline  or  oil  storage  for  a  30- 
mile  trip  should  be  16  pounds,  or  say  3  gallons — or  for  a  50- 
mile  trip,  5  gallons.  If  a  surface  air  draft  condenser  is  used 
and  mineral  oil  used  to  lubricate  the  cylinder  the  scaling  of 
a  boiler  may  be  considerably  delayed,  and  with  a  small 
portion  of  caustic  soda  or  any  alkali  added  to  the  tank 
water  if  lime  be  present  in  any  of  its  combinations,  will  pre- 
vent its  adhesion  to  the  boiler  shell  or  tubes  and  can  be 
blown  out  from  the  boiler  at  high  pressure  entirely  clean, 
following  a  few  minutes  after  extinguishing  the  burner. 
Every  vehicle  boiler  should  be  provided  with  the  means  of 
quickly  blowing  out  the  contents  whenever  necessary.  A 
further  guard  against  fouling  of  the  boiler  may  be  provided 
by  an  elevated  tank  in  the  vehicle  stable  to  catch  and  filter 
rain  water,  or  for  treating  hard  water  with  a  solution  of 
triphosphate  of  soda,  which  will  coagulate  the  lime  and 
allow  it  to  settle,  when  the  pure  soft  water  may  be  drawn 
for  the  boiler. 


Chapter  IV. 

SPECIALTIES    IN   AUTOMOBILE 
CONSTRUCTION. 

THE   COMPENSATING  BEVEL   GEAR  TRAIN — A  TWO   PINION 

DIFFERENTIAL   GEAR — AUTOMOBILE   TIRES — 

ROLLER   BEARING  AXLES,  ETC.,  ETC. 


CHAPTER     IV. 


SPECIALTIES   IN   AUTOMOBILE   CONSTRUCTION. 


REVERSING   GEAR   BY   THE   ECCENTRIC. 


A  very  compact  steam  motor  gear  for  reversing  is  illus- 
trated in  Fig.  44.  The  wheel,  A,  carries  the  link  lugs  and 
is  keyed  to  the  crank  shaft ;  D  is 
the  eccentric  with  a  feather  guide 
in  the  fixed  wheel,  A,  and  with  a 
slot  to  allow  it  the  required  move- 
ment across  the  shaft.  A  link,  C, 
is  pivoted  to  the  fixed  wheel,  A, 
and  a  bell  crank  link,  £,  is  pivoted 
in  the  same  manner  on  the  oppo- 
site side  with  its  Y-arms  extend- 
ing at  right  angles  and  hooked  to 
pins  on  the  sleeve,  E.  A  yoke  lever  pivoted  to  the  frame 
and  traversing  the  groove  in  the  sleeve,  when  at  right 
angles  with  the  shaft,  brings  the  eccentric  to  a  central  posi- 
tion, and  its  movement  either  way  sets  the  eccentric  for 
forward  or  back  motion  of  the  engine,  an  equivalent  of  the 
link  gear. 

THE   COMPENSATING   BEVEL   GEAR   TRAIN. 

The  principles  pertaining  to  the  motion  of  an  interlocked 
bevel  gear  train  allows  of  several  differential  conditions  in 
its  motions  that  are  interesting  in  view  of  its  almost  univer- 


FIG.  44.— REVERSING 
ECCENTRIC. 


72  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

sal  and  indispensable  use  as  the  compensating  gear  for  dif- 
ferentiating the  speed  of  the  driving  wheels  when  running 
on  curves. 

There  are  several  different  conditions  that  can  exist  with 
a  train  of  this  character ;  one  of  which  is  illustrated  in 
Fig.  45.  First,  let  the  gear  or  arm,  A,  be  fixed  and  both 
B  and  M  free  to  turn.  Gears  C  and  D  then  act  as  inter- 
mediate bevel  gears  and  B  and  M  will  turn  at  the  same 
speed  but  in  opposite  directions.  In  the  transmission  of 
power  from  one  gear  to  the  other  the  force  tending  to 


FIG.  45. — COMPENSATING  BEVEL  GEAR  TRAIN. 

rotate  the  gear  or  arm,  A,  is  just  half  the  force  transmitted 
from  B  to  M.  Second,  suppose  B  to  be  fixed  and  M  to  be 
driven  from  outside,  gear  A  being  free  to  revolve  with  its 
shaft.  It  is  clear  that  A  will  make  only  one-half  as  many 
turns  as  Mand  in  the  same  direction.  Third,  if  Mbe  fixed 
and  B  the  driver,  A  will  turn  one-half  as  many  times  as  B 
and  in  the  same  direction.  Suppose  both  M  and  B  to  have 
independent  motions  and  A  to  be  free  to  revolve.  If  Mand 
B  move  in  unison  in  the  same  direction,  they  will  simply 
carry  A  along  with  them.  If  one  moves  faster  than  the 
other,  A  will  follow  that  one  If  they  have  motions  in  oppo- 
site directions  and  at  the  same  speed,  A  will  remain  station- 


SPECIALTIES   IN   AUTOMOBILE   CONSTRUCTION.  73 

ary,  and  if  either  B  or  M  moves  faster  than  the  other,  A  will 
follow  that  gear  as  before  at  a  differential  speed  when  they 
were  turning  in  the  same  direction.  The  amount  of  motion 
of  A  will  be  equal  to  one-half  the  angular  motion  gained  by 
either  of  the  other  gears. 

These  applications  are  numerous  and  varied,  and  in  many 
instances  results  can  be  accomplished  through  their  use  that 
would  be  difficult,  if  not  impossible,  without  them. 

A  TWO-PINION   DIFFERENTIAL   GEAR. 

The  simple  differential  gear,  Fig.  46,  is  an  English  device 
used  on  motor  tricycles.  The  wheel  hubs  are  fixed  to  the 
outer  ends  of  incased  shafts.  The  inner  ends  are  pivoted  by 
universal  joints  to  pinions  at  an  angle  of  about  30°  from  the 


FIG.  46. — A  DIFFERENTIAL  GEAR. 

axle  and  incased  in  a  frame  or  box  terminating  in  the  hollow 
shafts  with  shoulders  bearing  against  the  wheel  hubs.  On 
one  of  the  hollow  shafts  the  sprocket  wheel  and  friction 
brake  pulleys  are  fixed. 

The  power  is  given  to  the  inner  axles  by  turning  the  hoi- 
low  shaft  and  gear  box  in  which  the  differential  pinions  are 
journaled,  thus  allowing  a  free  differential  movement  of  the 
two  inner  axles  and  wheels. 

AUTOMOBILE  TIRES. 

The  spring  wheel  was  the  unsuccessful  forerunner  of  the 
rubber  tire.  A  few  trials  on  the  early  steam  carriages 
proved  their  unfitness.  When  rubber  tires  were  first  devised 
there  was  no  intention  of  putting  them  on  anything  except 


74  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

bicycles.  There  had  been,  however,  back  in  the  '40*8,  a  man 
named  Thomson  who  constructed  an  inflatable  tire  of  canvas 
and  rubber  and  leather  to  put  on  a  wagon,  but  he  had  no 
success  with  it.  When  tricycles  and  bicycles  came  into  use 
it  was  found  quite  natural  to  shoe  them  with  solid  rubber 
bands  and  nothing  else  was  done  for  a  number  of  years,  until 
in  the  '8o's  the  safety  bicycle  was  invented  on  account  of 
the  numerous  accidents  in  riding  the  "  ordinary  ;  "  and  this 
safety  bicycle  was  also  shod  with  a  solid  tire.  In  1886,  Over- 
man, of  Springfield,  made  a  rubber  tire  with  a  hole  run- 
ning through  the  center  of  it,  just  like  a  piece  of  tubing, 
with  very  thick  walls,  the  hole  enabling  the  walls  of  the  tire 
to  yield  more  to  the  inequalities  of  the  road.  The  solid  rub- 
ber tire,  however,  held  its  own  until  the  season  of  1890, 
there  being  but  few  "  cushion  "  tires  (as  the  Overman  tire 
was  called)  put  into  use.  Meanwhile  in  the  late  '8o's,  in 
England,  Mr.  Dunlop  invented  his  inner-tube  tire,  which 
consists  of  a  rubber  bag  in  circular  form  provided  with  a 
valve  to  inflate  it ;  this  was  covered  by  a  rubber  and  canvas 
shoe  to  stand  the  attrition  of  the  road.  The  Dunlop  tire 
was  first  seen  in  this  country  in  September,  1890,  when  a 
man  named  Laurie  came  over  and  won  all  the  races  because 
he  had  pneumatic  tires.  Tillinghast,  of  Providence,  invented 
what  is  now  called  the  single-tube  tire,  which  was  a  one- 
body  tire,  holding  itself  the  valve  to  inflate  it  and  having 
the  wearing  body  and  the  air-containing  body  all  vulcanized 
into  one  integral  whole.  This  tire  was  a  good  deal  criti- 
cised, but  Tillinghast  persevered,  and  in  two  or  three  years 
the  single  tube  tire  made  its  way  in  the  market  and  is  in 
general  use.  It  is  only  seven  or  eight  years  since  pneumatic 
tires  were  put  upon  any  vehicle  except  bicycles  and  tri- 
cycles. Their  first  appearance  was  on  trotting  sulkies,  and 
from  these  vehicles  they  gradually  crept  on  to  road  wagons. 


SPECIALTIES   IN   AUTOMOBILE   CONSTRUCTION.  /£ 

It  was  not,  however,  until  the  automobile  came  to  the  front,, 
along  about  1894,  that  the  pneumatic  shoeing  of  large  vehi- 
cles was  adopted.  There  have  been  many  attempts  to  make 
a  satisfactory  automobile  tire.  As  yet  no  automobile  tire  is 
what  it  should  be.  No  construction  of  canvas  and  rubber 
seems  to  be  able  to  withstand  the  tremendous  test  of  weight 
which  is  given  it  over  the  roads  in  this  country.  In  France, 
with  their  better  roads,  they  have  better  success.  The 
driving  mechanism  of  automobiles  really  requires  a  pneu- 
matic tire,  for  a  solid  tire  will  shake  most  mechanism  to 
pieces  or  disturb  its  action,  especially  in  the  case  of  elec- 
tricity. At  the  same  time  the  life  of  automobile  tires,  where 
there  is  much  weight,  is  very  short.  The  costly  tires  put 
on  automobile  cabs  last  something  like  three  or  four  months, 
and  as  they  are  very  expensive,  the  mileage  required  to- 
keep  such  a  cab  shod  is  disastrous  to  economies.  Figuring 
out  the  cost  of  tires  against  the  cost  of  a  horse,  including 
his  care  and  his  wear  and  tear,  it  has  been  asserted  that  the 
horse  costs  less  in  feed  than  the  tires  on  the  vehicle.  It  may 
be  said,  however,  that  the  pneumatic  tire  for  heavy  vehicles 
is  still  in  an  experimental  stage.  Just  how  much  longer  it 
will  remain  so  is  yet  to  be  seen.  At  the  present  time  sub- 
stantially all  automobile  tires  are  single-tube  tires,  con- 
structed according  to  the  Tillinghast  invention.  On  the 
lighter  vehicles,  tire  life  is  much  longer,  and  with  care  seems, 
to  fill  the  requirement. 

The  later  inventions  and  combinations  in  their  structure 
and  internal  elastic  bracing  points  to  their  ultimate  best 
forms  of  structure  which  will  probably  make  the  pneu- 
matic tire  satisfactory  and  a  permanent  wheel  shoe  for  all 
purposes. 

Since  all  automobiles  must  be  equipped  with  rubber  tires 
of  one  kind  or  another,  and  no  one  feature  is  of  more  vital 


76  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

* 

importance  than  the  tires,  it  goes  without  saying  that  all 
users  and  owners  of  automobiles  are  on  the  watch  for  the 
latest  and  most  improved  make  and  style  of  rubber  tire  to 
be  found.  While  it  is  true  that  rubber  tires  were  used  ,in 
Europe  before  they  were  in  this  country,  it  remained  for  an 
American  inventor  to  produce  the  first  real  success  in  the 
way  of  rubber  carriage  tires.  The  method  of  applying  the 


FIG.  47. — THE  SOUD  RUBBER  TIRE. 

English  tire  was  faulty ;  in  fact,  it  was  necessary  to  make 
the  tires  so  hard  in  order  to  keep  them  in  the  channels  that 
the  resiliency  of  the  rubber  was  lost,  and  the  most  that 
could  be  said  for  the  tire  is  that  it  was  noiseless. 

Fig.  47  shows  a  cross-section  of  a  special  automobile  tire 
with  four  retaining  wires.  These  wires  are  electrically 
welded  in  the  channel,  and  the  tension  to  which  they  are 
drawn  is  only  limited  by  the  size  of  wire  used.  These  tires 
are  known  in  the  market  as  the  Kelly-Springfield  tire,  made 


SPECIALTIES   IN   AUTOMOBILE   CONSTRUCTION.  77 

by   the   Consolidated   Rubber  Tire    Company    of  40  Wall 
Street,  New  York  City. 

A  feature  that  is  not  lost  sight  of  by  purchasers  and 
owners  of  automobiles  is  that  solid  rubber  tires  give  far  less 
trouble  and  annoyance  than  any  other  style,  and  are  fast 
growing  in  favor  with  the  builders  of  automobiles. 

ROLLER   BEARING   AXLES. 

In  Fig.  48  is  illustrated  the  roller  axle  bearing^made  by 
the  Grant  Axle  and  Wheel  Co.,  Springfield,  Ohio.  It  is 
claimed  that  the  roller  bearings  are  the  most  reliable  of  all 
the  antifriction  devices  for  automobile  wheels. 

The  "GRANT  BEARING/^    ^-r^  (PATENTED;) 

"^  '•! .     ._  _^ 


FIG.  48.— ROLLER  WHEEL  BEARING. 

The  bearing  lines  are  long  on  the  rollers,  giving  greater 
stability  and  wear  longer  than  ball  bearings. 

They  can  be  fitted  to  any  wooden  hub  and  are  made  for 
wire  wheel  hubs. 

In  Fig.  49  is  illustrated  a  roller  bearing  for  a  motor  axle 
or  any  shaft. 

The  cone  rings  being  loose  on  the  spindle,  allow  them  to 
turn  independently  on  the  axle  or  shaft,  so  that  in  case  the 
rolls  should  in  any  way  become  obstructed  and  lock,  it 
would  not  lock  the  wheels,  for  the  cones  can  revolve  on  the 
axle  or  spindle  as  in  the  plain  box. 


73  HORSELESS    VEHICLES   AND   AUTOMOBILES. 

ALUMINUM   IN   MOTOR    VEHICLE   CONSTRUCTION. 

Although  aluminum  and  its  alloys  can  never  compete 
with  iron  or  steel  in  cheapness  for  the  required  strength, 
yet  there  are  other  qualities  which  recommend  it  as  an 
economical  material  in  vehicle  and  motor  construction. 
In  its  pure  state  it  is  light  and  workable  in  all  forms,  as 
castings,  plates,  sheets,  rods  and  tubing. 


FIG.  49.— MOTOR  SHAFT  BEARING. 

As  no  royal  road  for  soldering  this  unique  metal  has  been 
found,  soldering  should  be  dispensed  with  unless  the  con- 
ditions are  favorable  and  the  knowledge  of  its  management 
at  hand. 

Riveting  makes  fairly  good  work  and  can  be  depended 
upon  for  body  work  on  carriages.  The  alloys  of  aluminum 
with  10  per  cent,  tin  are  as  easily  worked  as  brass,  harder 


SPECIALTIES   IN   AUTOMOBILE   CONSTRUCTION.  79 

than  pure  aluminum  and  can  be  soldered  in  the  ordinary 
way  with  pure  tin  as  a  solder.  The  alloys  with  copper  are 
the  aluminum  bronzes  with  from  2  to  5  per  cent,  of  copper, 
are  strong  and  stiff  for  all  machinery  parts,  are  of  less  than 
half  the  weight  of  iron  per  bulk,  are  rust  proof  and  with  the 
harder  alloys  make  good  wearing  surfaces  for  cylinders, 
pistons  and  journals. 

The  new  alloy  of  aluminum  and  magnesium  has  made 
possibilities  of  a  still  lighter  metal  than  aluminum  for  con- 
structive purposes.  Another  alloy  of  aluminum  with  small 
percentages  of  tin  and  copper  has  the  low  specific  gravity 
of  3.39  with  high  transverse  and  tensile  strength,  32,000  and 
40,000  pounds  per  square  inch  respectively.  It  is  workable 
and  may  be  made  as  hard  as  steel. 

An  alloy  of  aluminum  and  tungsten  having  a  specific 
gravity  of  2.89  and  possessing  great  strength  is  in  use  by 
the  De  Dion  &  Bouton  Co.,  in  France,  for  frames  and  bodies 
of  automobiles.  An  aluminum  steam  motor  vehicle  body 
has  been  made  by  the  Porter  Motor  Co.,  of  Boston,  Mass. 


Chapter  V. 

STEAM    PROPELLED    VEHICLES    AND 
AUTOMOBILE   CARRIAGES. 

GOOD     ROADS    APPLIANCES — ROAD     ROLLERS,    TRACTION 
ENGINES,      TRUCKS,      FIRE      ENGINES — MOTOR 
VEHICLES    FOR    HEAVY    TRAFFIC- 
VARIOUS   TYPES   OF   STEAM 
AUTOMOBILES. 


CHAPTER    V. 


STEAM    PROPELLED   VEHICLES  AND   AUTOMOBILE   CARRIAGES. 


GOOD    ROADS   APPLIANCES. 

In  the  improvement  of  our  roads,  the  stone-breaker  stands 
first  in  importance  for  producing  the  material,  and  the  road 
roller  gives  the  finishing 
touch. 

These  constitute  the  main 
expense  in  making  and 
keeping  our  roads  in  repair. 
The  road  scraper,  picks, 
shovels,  and  barrows  belong 
to  every  community. 

Good  roads  are  necessary 
not  only  for  the  success  of 
the  automobile,  but  for  a  better  highway  for  all  purposes. 
They  may  be  said  to  be  the  foundation  of  civilization ;  for 
rapid  and  easy  communication  is  a  mode  of  education. 
The  activities  of  a  people  keep  pace  with  their  means  of 
communication.  It  is  in  evidence  that  civilization  improves 
as  the  various  phases  of  human  activity  are  commingled  by 
the  better  means  of  transport  for  business  or  pleasure,  and 
what  the  railways  have  done  in  the  long  run,  good  roads 
will  do  for  the  by-ways.  Let  the  interests  of  the  League  of 
American  Wheelmen  and  the  automobile  clubs  join  as  a 


FIG.  50. — THE  ROAD  ROLLER. 


84  HORSELESS  VEHICLES   AND   AUTOMOBILES. 

united  force  to  push  legislation,  not  only  of  States,  but  to 
push  the  good  road  interests  with  counties  and  towns,  that 
the  United  States  may  soon  rival  its  European  models  in 
good  roads. 

ROAD   ROLLERS   OP  THE   HARRISBURG   FOUNDRY   AND    MACHINE 
COMPANY,    HARRISBURG,    PA. 

In  Figs.  51  and  52  are  represented  the  latest  improvement 
in  road  rollers  that  are  quickly  convertible  for  picking  the 
surface  or  for  plowing  roads  for  repairs.  They  are  also 
used  for  rolling  dam  or  reservoir  embankments.  They  are 
built  in  sizes  of  10,  \2\  and  15  tons  weight;  these  weights 
having  been  found  most  desirable  for  road  work.  This 
company  also  build  special  road  locomotives,  for  heavy 
haulage  and  freight  transportation.  They  are  built  to  carry 
a  steam  boiler  pressure  of  150  pounds  per  square  inch,  have 
double  cylinders,  and  can  climb  grades  of  20  per  cent. 
Their  water  tank  and  fuel  bunker  have  a  capacity  for  four 
hours'  continuous  wrork.  For  traction  work  the  time 
capacity  may  be  increased  by  additional  tank  and  fuel  stor- 
age. Every  operative  detail  is  centered  convenient  to  the 
engineer  on  the  platform  at  the  rear  of  the  boiler,  over 
which  a  cab  is  placed. 

The  cuts  show  much  of  the  constructive  principles  and 
methods  of  operation,  making  it  unnecessary  to  detail  the 
parts  for  control  of  the  motion  of  these  road  rollers. 

TRACTION   ENGINE   OF   THE   ERICK   COMPANY. 

The  traction  engines  of  American  builders  have  varying 
features  of  novelty,  all  claiming  good  points  of  construction. 
The  tractors  built  by  the  Frick  Company,  Waynesboro,  Pa., 
have  no  exception  in  good  points,  which  cover  their  univer- 
sal use  for  hauling  loaded  vehicles,  for  plowing,  road 


STEAM    PROPELLED   VEHICLES. 


HORSELESS  VEHICLES  AND  AUTOMOBILES. 


STEAM    PROPELLED   VEHICLES.  87 

scraping,  road  rolling,  and  for  portable  power  for  all  kinds 
of  agricultural  work. 

In  the  constructive  detail  of  these  engines,  the  engine, 
gearing  and  main  axle  are  mounted  independent  of  the 
boiler,  relieving  it  of  the  working  strain  of  the  machinery. 
Cushion  main  gear,  for  preventing  shock;  compensating 
gear  with  locking  lever ;  elastic  steering  gear  and  a  friction 
clutch  in  the  fly-wheel,  which  gives'  the  whole  tension  of  the 
gear  on  down  grades. 


FIG.  53. — FRICK  COMPANY  TRACTION  ENGINE. 

The  company  build  four  sizes  of  their  traction  engines, 
from  10  to  17  horse-power,  and  from  4/J  to  7  tons  weight. 

A   COMPOUND   TRACTION   ENGINE. 

In  Fig.  54  is  represented  a  steam  traction  engine  with 
compound  cylinders  set  tandem,  as  made  by  Robinson  & 
Co.,  Richmond,  Ind.,  who  build  five  sizes  of  traction  engines 
with  single  cylinders,  from  10  to  18  horse  power.  The 
transmission  of  power  from  the  engine  shaft  is  through  a 
train  of  spur-gear  and  pinions  to  internal  toothed  spur- 
wheels  fixed  to  each  driving  wheel.  The  through  shaft  for 
connecting  both  driving  wheels  has  a  compensating  gear 
in  the  last  spur-gear  of  the  train. 

The  axle  of  the  driving  wheels  is  bent  under  the  boiler 


88 


HORSELESS   VEHICLES   AND    AUTOMOBILES. 


STEAM   PROPELLED   VEHICLES.  89 

and  mounted  with  springs  in  guide  boxes  riveted  to  the 
boiler  shell.  The  vibrating  motion  of  the  wheels  from 
roughness  of  the  road  is  taken  up  by  the  springs  vertically 
while  the  distance  between  the  axle  and  driving  pinion  cen- 
ters remain  constant. 

The  slide  valve  is  controlled  by  a  reversing  link  and 
lever,  which  also  sets  the  cut-off  when  power  is  required,  as 
for  running  threshing  machines,  saws,  etc.  A  friction  clutch 
on  the  fly- wheel  of  the  engine,  operated  by  a  link  and  lever 
under  the  hand  of  the  drivrer,  controls  the  engine  with  great 
power  on  down  grades. 

THE   NEW   BIRDSALL   TRACTION   ENGINE. 

In  Fig.  55  is  illustrated  the  new  Birdsall  traction  engine, 
built  by  the  new  Birdsall  Company,  Auburn,  N.  Y.,  who 
also  build  a  road  roller  on  similar  lines  of  the  traction 
engine. 

The  mounting  of  the  boiler  and  engine  is  upon  a  through 
shaft  at  the  rear  of  the  fire  box  with  coil  springs  upon  the 
axle  boxes  and  a  frame  to  carry  the  driving  pinion  shaft. 

A  fore  and  aft  driving  shaft  transmits  the  power  from  the 
engine  with  bevel  gear,  so  that  by  its  slight  oscillation  the 
springs  are  compensated.  The  differential  gear  is  within 
the  large  spur-gear  on  the  main  shaft,  and  is  provided  with 
cushion  springs  to  prevent  shock  when  starting  or  reversing. 

The  traction  wheels  are  of  a  novel  construction ;  their 
face  being  made  of  angle  iron  lugs  placed  in  reversed  diag- 
onals and  riveted  to  angle  iron  tires. 

The  spokes  are  of  flat  iron,  in  basket  form,  and  riveted  to 
the  flanged  hubs  and  tires ;  a  strong  form  of  construction. 

The  open  face  of  the  driving  wheels  gives  the  engine 
greater  power  of  pull  on  soft  ground,  and  prevents  sticking 
of  earth  clods  on  the  wheel  face. 


9° 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


o 

fi 


STEAM    PROPELLED    VEHICLES.  91 

The  forward  axle  is  fixed  horizontally  to  the  boiler  with 
brackets,  and  pivoted  vertically  for  inequalities  in  the  road 
or  ground.  The  steering  wheels  are  pivoted  to  the  ends  of 
the  axles  with  arms  and  connecting  link  for  the  two  wheels. 

A  worm  gear  sector  on  one  of  the  pivot  arms,  operated 
by  a  rod  and  wheel  at  the  rear  end  of  the  boiler  near  the 
engine  levers,  gives  complete  control  of  the  engine  to  the 
driver  on  the  platform. 

MOTOR  VEHICLES  FOR  HEAVY  TRAFFIC. 

The  steam  lorry,  or  dray,  is  attracting  much  attention  in 


FIG.  56. — THE  LEYLAND  STEAM  DRAY. 

England,  and  a  large  number  are  in  use  in  Liverpool  and 
other  large  cities  and  manufacturing  centers. 

Their  capacity  for  different  sized  drays  range  from  2  to 
6J  tons. 

In  Fig.  56  is  illustrated  the  Ley  land  four- ton  dray,  the 
dimensions  of  which  are:  extreme  length,  18  feet;  width, 
6  feet  5  inches ;  wheel  base,  9  feet  1 1  inches ;  tread,  5  feet 
3  inches ;  wheels,  39  inches  diameter ;  height  of  platform, 


<)2  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

45  inches ;  frame  of  steel ;  front  tires,  4  inches  wide  ;  driv- 
ing tires,  5  inches  wide. 

The  boiler  is  of  the  vertical  cylindrical  tubular  type,  with 
a  burner  using  kerosene  oil  with  a  vaporizer,  consuming 
about  5^  gallons  of  oil  per  vehicle  mile  with  a  four-ton  load. 

THE  SELF-PROPELLED   FIRE   ENGINE. 

Fig.  57  illustrates  the  horseless  fire  engine  built  by  the 
Manchester  Locomotive*  Works,  Manchester,  N.  H. 

The  steam-propelled  fire  engine  is  not  a  new  idea  in  this 
line.  Capt.  Ericsson  constructed  a  steam  driven  fire  engine 
about  1840.  Lee  &  Learned  built  one  in  New  York  about 
1862.  Many  steam-driven  fire  engines  are  in  use  in  France. 

The  fire  engine  illustrated  is  in  use  in  Boston,  New 
Orleans  and  Hartford,  and  are  credited  as  the  largest  in  the 
world.  They  are  8£  tons,  and  can  throw  1,350  gallons  of 
Avater  per  minute  to  a  horizontal  distance  of  348  feet,  through 
50  feet  of  leading  hose. 

Their  boilers,  as  in  ordinary  fire  engines,  are  of  the 
upright  tubular  type,  the  shell  being  steel  plate  and  the 
tubes  of  seamless  copper.  The  power  is  transmitted  from 
one  end  of  the  main  crank-shaft  of  the  engine,  through  an 
equalizing  compound  and  two  endless  chains,  running  over 
sprocket  wheels  on  each  of  the  rear  road  wheels,  permitting 
the  wheels  to  be  driven  at  various  speeds  when  turning 
corners.  The  driving  power  is  made  reversible,  so  that  the 
engine  may  be  driven  either  forward  or  backward  on  the 
road  at  will.  The  steering  of  the  engine  is  effected  by 
means  of  a  hand  wheel  at  the  front  moving  the  fore  axle 
through  a  system  of  bevel  and  worm  gearing,  so  arranged 
that  the  constant  exertion  of  the  driver  is  not  required  to 
keep  the  vehicle  in  line  on  the  road.  By  the  removal  of  a 
key  the  driving  power  may  be  disconnected  from  the  road- 


STEAM    PROPELLED    VEHICLES. 


' 


94 


HORSELESS    VEHICLES    AND    AUTOMOBILES. 


driving  gearing  when  it  is  desired  to  work  the  pumps  with 
the  vehicle  standing  still. 

The  connecting  mechanism  between  the  steam  cylinders 
and  the  pumps  is  of  the  familiar  cross-head  and  connecting- 
rod  type,  and  the  pumps  and  other  parts  are  of  the  kind 
generally  utilized  by  this  firm  in  the  construction  of  ordi- 
nary horse-drawn  fire  engines. 

These  engines  have  a  speed  capacity  for  twelve  miles  per 
hour,  and  can  climb -grades  equal  to  any  horse-propelled 
firg  engine. 

THE    BALDWIN   STEAM    AUTOMOBILE. 

In  Fig.  58  is  shown  an  outline  of  the-  steam  surrey  and  in 

Fig.  59,  the  trap  or  dos-a- 
dos  of  the  Baldwin  Auto- 
mobile Company,  Provi- 
dence, R.  I. 

The  boiler  in  the  surrey 
is  placed  under  the  rear 
seat  and  the  engine  under 
the  front  seat ;  from  which 

FIG.  58.-THE  STEAM  SURREY.  the  driving  by  chain  is  ex- 
tended to  a  sprocket  on  the 

rear  axle.  In  the  trap  or  dos-a-dos  the  boiler  and  engine 
are  more  compact,  are  entirely  enclosed  and  dust-proof. 

The  boiler  is  of  the  vertical  tube  .type  and  contains. some 
300  tubes,  and  it  is  estimated  that  it  will  stand  a  pressure  of 
i  ,000  pounds,  although  the  working  pressure  is  but  100  to 
125  pounds  per  square  inch.  The  engine  is  steam-jacketed 
and  weighs  but  38  pounds.  It  will  develop  from  4  to  6  horse 
power,  is  reversible,  and  is  fitted  with  nickel-steel  valves 
and  valve  faces.  The  exhaust  steam  as  it  leaves  the  engine 
is  conveyed  to  a  patented  combined  condenser  and  cooler, 
and  from  there  is  returned  to  the  water  tank.  In  hill  climb- 


STEAM    PROPELLED    VEHICLES. 


95 


ing,  where  the  steam  used  is  considerable,  the  surplus  passes 
through  an  ingeniously-devised  muffler  and  escapes  without 
noise.  The  exhaust  steam  also  passes  through  a  coil  in  the 
gasoline  tank  and  raises  the  temperature  so  that  a  light 
pressure  is  automatically  obtained  without  use  of  the  hand 
pump. 

The  surrey  and  trap  are  both  fitted  with  brakes  and  all 


FIG.  59. — THE  STEAM  TRAP  OR  DOS-A-DOS. 

accessories.  The  burner  beneath  the  boiler  is  regulated  by 
the  boiler  pressure.  The  tanks  for  carrying  water  and  fuel, 
are  so  constructed  that  the  contents  will  not  be  affected  by 
the  motion  of  the  carriage. 

To  start  the  engine  a  hand  pump  is  used  to  pump  air  into 
the  gasoline  tank  to  give  the  requisite  feed  pressure  to  the 
burner.  A  small  receptacle  is  filled  with  wood  alcohol 
(gasoline  may  be  used)  and  after  being  lighted  is  set  under 
the  burner  to  give  it  the  necessary  initial  heat  to  vaporize 


96  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

the  gasoline.  The  burners  are  lighted  from  this  by  the 
turning  of  a  cock,  and  after  a  brief  time  to  get  up  steam  the 
vehicle  is  ready  to  operate. 

Once  started  it  requires  no  further  attention  beyond  that 
required  to  see  that  the  fuel  and  water  supplies  are  not 
exhausted.  The  steam  pressure  regulates  automatically  by 
means  of  a  diaphragm  and  valve  the  supply  of  fuel.  In  case 
the  vehicle  is  left  standing  the  supply  of  gasoline  is  cut  off 
from  one  or  two  of  the  three  burners  as  the  steam  pressure 
rises,  and  the  third  supplies  merely  enough  heat  to  enable 
the  vehicle  to  be  started  again  at  a  moment's  notice.  The 
vehicle  may  be  left  a  few  minutes  or  hours  without  danger, 
with  no  consumption  of  water  and  only  a  very  small  con- 
sumption of  fuel. 

The  engine  is  of  the  two-cylinder  double-acting  vertical 
variety.  It  is  very  carefully  constructed  and  exceedingly 
light,  and  at  the  same  time  strong.  The  cylinders  (2^-inch 
bore  and  4|--inch  stroke)  are  set  on  the  circumference  of  a 
circle  struck  from  the  center  of  the  boiler  and  lie  snug  up 
against  the  latter,  while  the  steam  chest  is  located  at  an 
angle  between  the  two  cylinders,  making  a  very  compact 
arrangement.  The  clearance  is  small  in  the  cylinder  heads, 
the  steam  ports  being  wide  but  not  deep.  The  exhaust 
ports  are  of  ample  size  and  open  direct  into  a  jacket  sur- 
rounding the  entire  cylinder,  giving  at  once  an  exhaust 
with  little  back  pressure  and  a  steam  jacket  for  the  cylinder. 

The  exhaust  steam  is  carried  from  this  steam  jacket  to 
the  combined  muffler  and  condenser  and  then  passes  through 
the  fuel  tank  in  the  shape  of  hot  water,  maintaining  a  suf- 
ficient pressure  in  the  tank  (if  the  fuel  be  gasoline)  to  avoid 
the  necessity  of  any  hand  pumping.  Thence  the  hot  water 
passes  to  the  water  cooler  in  the  dashboard,  composed  of  a 
number  of  horizontal  tubes,  through  each  of  which  the 


STEAM    PROPELLED    VEHICLES.  97 

water  is  compelled  to  pass  before  it  is  returned  to  the  supply 
tank. 

The  feed  water  is  automatically  pumped  from  the  supply 
tank  to  the  boiler,  but  a  hand  pump  is  also  provided  for 
contingent  use. 

THE   MILWAUKEE   AUTOMOBILE    COMPANY. 

The  carriages  of  this  company,  which  is  located  at  Mil- 
waukee, Wis.,  are  of  the  Stanhope  or  runabout  style.  The 
elevation  of  the  Stanhope  is  shown  in  Fig.  60,  and  a  plan  of 
the  running  gear  in  Fig.  61.  This  company  have  adopted 
steam  as  a  motive  power  as  a  well-tried  and  old  servant 
and  its  ease  of  handling  as  well  as  its  freedom  from  cumber- 
some transmission  and  reversing  gear. 

The  frame  consists,  as  will  be  seen,  of  a  front  and  rear 
truss  securely  tied  together  by  distance  tubes,  which  con- 
tain universal  joints.  This  entire  structure  is  built  of  i  J-inch 
seamless  tubing,  strongly  braced  together,  and  has  frame 
connections  of  steel  of  the  best  quality,  riveted  and  brazed 
in  place. 

The  front  truss  carries  the  front  wheels  and  complete  steer- 
ing linkage.  This  apparatus  enables  a  movement  of  60°  to 
be  given  the  front  wheels,  which  controls  the  carriage  with 
ease  at  any  speed,  and  which  will  turn  it  completely  around 
in  a  1 5  foot  circle. 

The  rear  truss  carries  the  driving  mechanism  and  rear 
wheels.  A  compensating  gear  is  provided  in  the  middle  of 
this  truss  to  allow  for  unequal  speed  of  each  rear  wheel. 
The  gears  of  this  device  are  of  crucible  steel,  while  the 
axles  are  the  best  quality  of  open-hearth  machinery  steel, 
and  the  hubs  are  keyed  on  in  the  most  secure  manner.  The 
main  driving  sprocket  (which  also  carries  the  brake  shoe) 
has  30  teeth,  i-inch  pitch  and  T5^  inch  wide. 


98  HORSELESS  VEHICLES  AND   AUTOMOBILES. 


FIG.  60. — THE  STEAM  AUTOMOBILE. 


8 


.  61.— VEHICLE  FRAME  OP  THE  STEAM  AUTOMOBILE. 


STEAM    PROPELLED   VEHICLES. 


99 


The  bearings  throughout  are  of  tool  steel,  hardened  and 
ground  to  a  finish.  They  have  ball  retainers,  and  are  dust- 
proof. 

Steam  is  generated  in  a  vertical  tubular  boiler  12  inches 
high  and  18  inches  in  diameter,  containing  213  copper  tubes. 
It  is  regulated  automatically  and  has  all  of  the  appliances 
for  safety  and  inspection.  The  gasoline  fuel  is  contained  in 
a  tank  of  3.7  gallons  capacity,  situated  in  the  footboard,  not 
shown  in  the  cuts. 

The  water  tank  has  a  capacity  of  15  gallons  and  sur- 
rounds the  boiler.  The  exhaust  passes  through  this  tank. 
The  engine  is  of  the  vertical,  two-cylinder  marine  type,  and 
runs  at  the  rate  of  about  400  revolutions  per  minute  at  its 
highest  efficiency,  claimed  to  be  between  six  and  seven 
horse  power.  The  power  is  transmitted  by  chain  to  the 
rear  axle  and  gives  the  vehicle  a  maximum  speed  of  25  miles 
an  hour.  It  will  travel  10  miles  on  one  gallon  of  gasoline 
and  carries  sufficient  fuel  and  water  in  the  tanks  for  40 
miles  without  replenishing. 

The  vehicle  has  a  wheel-base  of  58  inches  and  is  fitted 
with  28-inch  wheels,  equipped  with  2^-inch  pneumatic  tires. 
The  running  gear  is  made  of  seamless  steel  tubing  with 
drop-forged  connections  throughout.  The  frame  is  braced 
and  provision  is  made  for  allowing  the  wheels  to  adapt 
themselves  to  the  inequalities  of  the  road. 

The  operator  sits  on  the  right  hand  of  the  vehicle,  steer- 
Ing  with  his  left  hand  and  controlling  the  steam  valve  and 
brake  with  the  right  hand  and  foot,  respectively.  He  also 
has  the  reverse  lever  and  pump  valve  within  easy  reach, 
while  the  water  glass  and  steam  gauge  are  conveniently 
located  for  occasional  inspection.  Owing  to  the  automatic 
regulation  the  operator  is  required  to  attend  only  to  the 
steering  and  throttle  valve. 


IOO 


HORSELESS  VEHICLES  AND   AUTOMOBILES. 


FIG.  62. — THE  STANHOPE. 


FIG.  63.— THE  TOP  STANHOPE. 


STEAM    PROPELLED   VEHICLES.//, 


JOB. 


The  company  also  supply  independently,  running  gear 
and  steam  parts. 

STEAM  AUrOMOBILES  OF  THE  STANLEY  TYPE. 

Some  oi  the  most  successful  all-round  steam  motor  car- 
riages are  now  being  built  by  the  Locomobile  Company,  of 
America,  whose  works  are  at  Newton  and  Westboro,  Mass., 
with  offices  at  No.  1 1  Broadway,  New  York  City. 


FIG.  64.— THE  TOP  STANHOPE. 

In  Fig.  62  is  illustrated  their  Stanhope,  or  light  runabout, 
and  in  Figs.  63  and  64  their  top  Stanhope  suitable  for 
family  or  physicians'  use. 

In  Fig.  65  is  illustrated  their  steam  surrey,  or  touring 
wagon ;  a  light  and  elegant  vehicle  for  parties  on  long 
pleasure  trips. 

The  wheels  of  these  vehicles  are  constructed  on  advanced 
bicycle  principles  and  of  strength  equal  to  their  requirement 


J02  ^ ,-:  .HORSE  LESS   VEHICLES   AND   AUTOMOBILES. 


1 
I 

w 
3 

3, 
o 


I 


STEAM  PROPELLED  VEHICLES.  103 

of  service.  The  lighter  vehicles  are  provided  with  pneu- 
matic tires  2-J-  inches  diameter,  and  with  side  lamps,  cyclom- 
eter, bell  and  tools  complete. 

The  running  gear  is  of  especial  design  and  consists  of 
steel  truss,  ball-bearing  axles,  with  a  double  reach,  mounted 
on  four  steel  wheels,  fitted  with  pneumatic  tires.  The  rear 
axle  is  connected  in  the  center  by  a  compensating  gear, 
which  permits  one  wheel  to  move  more  rapidly  than  the 
other  in  making  a  turn.  The  front  axle  is  stationary.  The 
front  wheels  are  connected  by  a  swivel  joint  attached  to  the 


FIG.  66. — PLAN  OP  THE  LOCOMOBILE. 

steering  gear.  The  steering  lever  is  conveniently  placed, 
assuring  the  positive  control  of  the  carriage  with  ease  and 
quickness. 

Behind  the  seat  of  the  carriage  is  a  small  square  opening 
into  which  the  water  is  placed.  It  can  be  poured  in  with  a 
hose,  bucket,  or  any  kind  of  a  vessel  and  goes  immediately 
into  the  water  tank,  which  connects  with  the  boiler.  The 
tank  has  a  capacity  of  17  gallons,  will  run  the  carriage  forty 
miles  on  ordinary  roads  and  can  be  filled  at  any  time  or 
place  at  the  rider's  option.  After  the  water  is  in  the  tank  it 
is  supplied  to  the  boiler  by  a  power  pump  connected  direct 


104  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

to  the  boiler  and  provided  with  a  by-pass  to  the  tank,  giving 
the  operator  full  and  perfect  control  of  the  water  supply  to 
the  boiler.  The  gasoline  supply  is  automatically  controlled 
and  can  be  left  with  steam  on,  without  any  danger  what- 
ever. 

The  plan,  Fig.  66,  carries  its  own  explanation  generally. 
W.  G.  is  the  water  gauge.  The  short  lever,  R,  R' ,  operates 
the  link  motion.  The  small  handle,  W,  opens  the  pump 
valve.  The  long  handle  controls  the  steam  valve. 


FIG.  67. — THE  STANLEY  SYSTEM  OF  THE  LOCOMOBILE. 

The  elevation,  Fig.  67,  shows  the  position  of  the  water 
tank,  boiler,  engine,  air  and  gasoline  tank,  with  part  of  the 
piping  and  operating  devices. 

The  boiler  is  of  an  upright  pattern,  nicely  fitting  the  space 
allotted  for  it,  and  contains  forty-four  square  feet  of  heat- 
ing surface.  It  is  tested  by  cold  water  pressure  to  750 
pounds,  and  is  provided  with  an  automatic  relief  set  to  170 
pounds  pressure,  absolutely  eliminating  any  danger  what- 
ever. 


STEAM  PROPELLED  VEHICLES.  10$ 

The  shell  of  the  boiler  consists  of  a  length  of  i6-gauge 
seamless,  drawn,  copper  tubing,  14  inches  in  diameter  by  14 
inches  deep.  A  half-inch  flange  is  formed  at  top  and  bottom, 
to  which  the  tube-sheets  are  riveted.  A  steam-tight  joint 
is  secured  by  brazing  in  the  shell  flange  between  the  tube- 
plate  and  a  steel  ring  on  the  under  side  of  the  flange,  and 
riveting  through.  The  boiler  is  then  put  in  a  lathe  and  two 
layers  of  piano  wire  are  wound  on  the  shell  under  a  moder- 
ate tension.  One-half  inch  copper  tubes,  to  the  number  of 
298,  are  then  expanded  into  the  two  tube-plates.  The 
boiler,  as  thus  completed,  has  a  total  heating  surface  of  42 
square  feet.  It  is  hydraulically  tested  to  750  pounds  pres- 
sure and  when  ready  to  be  put  in  place  it  weighs  105 
pounds.  It  is  covered  with  a  thick  layer  of  asbestos 
lagging,  outside  of  which  is  an  envelope  of  Russia  iron. 

The  gasoline  is  carried  in  a  copper  tank,  capable  of  hold- 
ing three  gallons,  which  is  stowed  beneath  the  foot  board. 
The  tank  is  kept  under  a  pressure  of  35  pounds  to  the 
square  inch  and  is  connected  by  a  pipe  with  a  reserve  air 
tank.  The  air  pipe  leads  in  at  the  top  of  the  tank,  and  a 
branch  pipe  runs  to  a  pressure  gauge  in  front  of  the  dash- 
board. The  gasoline  is  forced  out  of  the  supply  tank 
through  a  pipe  which  leads  to  the  bottom  of  one  of  the 
boiler  flues,  to  which  it  connects.  The  oil  flows  up  through 
the  flue,  then  by  means  of  a  pipe  across  the  top  of  the  boiler 
to  another  flue,  down  which  it  is  led  until  it  emerges  from 
the  bottom  of  the  boiler  to  the  pipe,  A,  Fig.  68,  where  it 
may  be  controlled  by  two  hand-operated  needle  valves,  as 
shown  in  the  regulator,  Fig.  68.  In  passing  through  the 
boiler  the  gasoline  is  vaporized,  and  its  admission  to  the 
burner  is  controlled  by  means  ol  an  automatic  needle-valve, 
which  is  operated  by  the  pressure  of  the  water  of  the  boiler 
upon  the  diaphragm  at  B,  Fig.  68.  The  diaphragm  is  so 


106  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

adjusted  that  when  the  boiler  pressure  exceeds  160  pounds, 
the  valve  will  be  closed,  shutting  off  the  supply  of  vapor. 
The  regulating  valve  is  adjusted  by  the  spring  shown  near 
the  diaphragm.  The  steam  pressure  is  thus  automatically 
controlled  through  the  burner,  which,  when  the  boiler  has 
once  been  started,  requires  no  further  attention  on  the  part 
of  the  operator.  In  order  to  prevent  the  fire  from  going 
out  altogether  when  the  vapor  is  shut  off,  a  bypass  of  very 
small  cross-section  is  provided  on  the  needle  valve,  which 
allows  sufficient  fuel  to  pass  to  keep  the  burner  alight.  The 
second  needle  valve,  shown  in  the  regulator,  Fig.  68,  is  for 


FIG.  68. — THE  AUTOMATIC  FUEL  REGULATOR. 

connecting  a  vaporizing  pipe  to  be  heated  by  a  torch  to 
start  the  burner  before  the  boiler  is  hot  enough  to  vaporize 
by  the  tube  connections  within  it.  The  operation  of  the 
regulator  valve  is  exceedingly  prompt,  and  the  device  is 
one  of  the  most  pleasing  among  the  many  ingenious  features 
of  the  locomobile. 

The  engine  is  located  in  front  of  the  boiler  and  is  secured 
to  the  frame  of  the  body.  It  is  shown  so  clearly  in 
Fig.  69  as  to  need  no  detailed  description.  It  is  a 
remarkably  well  designed  and  built  two-cylinder  engine  of 
the  locomotive  type  with  Stevenson  link  motion  and  ordi- 
nary D-valves.  The  cylinders  are  2^  inches  diameter,  4 
inches  stroke,  and  valves  set  to  cut  off  at  |  stroke  at  the 
full  movement  of  the  links.  The  framing  is  of  brass,  and  a 


STEAM  PROPELLED  VEHICLES. 


lO/ 


special  feature  is  the  fact  that  the  engine  has  ball-bearings 
both  on  the  crank  pins  and  the  crank-shaft  bearings.  The 
engines  are  bolted  to  the  wooden  cross  bracing  of  the  body 
near  the  cylinders,  and  the  lower  part  of  the  engine  frame 
is  kept  in  place  by  means  of  a  strut,  which  extends  from 
the  engine  frame  back  to  the  rear  frame  of  the  carriage. 
The  strut  is  provided  with  a  right  and  left  hand  turn  buckle, 
which  enables  the  slack  of  the 
chain  to  be  taken  up  when  neces- 
sary. To  allow  for  the  slight 
movement  due  to  this  adjust- 
ment, the  steam  pipe  is  con- 
nected with  the  top  of  the  steam- 
chest  by  means  of  a  U-pipe  pro- 
vided with  expansion  joints. 
The  driving  of  the  rear  axle  is 
effected  by  means  of  a  twelve- 
tooth  sprocket  on  the  engine 
shaft  and  a  twenty-four-tooth 
sprocket  on  the  compensating 
gear-box  on  the  rear  axle* 

The  burner  consists  of  a  sheet- 
steel  cylinder  of  about  the  same 
diameter  as  the  boiler,  and  is 
carried,  as  shown  in  Fig.  67, 
immediately  below  the  latter ; 


FIG.  69. — THE  ENGINE. 


within  the  outer  cylinder  is  a  smaller  inner  one,  into  which 
the  vaporized  gasoline  is  fed.  It  is  provided  with  114  short 
vertical  copper  tubes,  which  extend  from  the  bottom  of  the 
burner,  where  they  are  open  to  the  air,  to  the  top  plate  of 
the  vapor  cylinder.  The  air  passes  in  through  these  tubes, 
and  at  the  top  it  meets  the  gasoline  vapor,  which  issues 
from  the  cylinder  through  a  large  number  of  small  holes 


108  HORSELESS   VEHICLES   AND    AUTOMOBILES. 

around  the  air  tubes,  the  vapor  and  the  air  commingling 
and  burning  with  the  familiar  Bunsen  flame,  immediately 
below  the  lower  tube-sheet  of  the  boiler. 

The  boiler  is  fed  by  means  of  a  little  feed  pump,  which  is 
operated  from  the  cross-head  of  the  engine.  The  water  is 
led  from  the  tank  by  means  of  a  rubber  pipe,  and  it  may  be 
cut  off  by  a  cock,  before  the  check  valve,  which  is  just  in 
front  of  the  pump,  is  reached.  There  are  three  check  valves 
in  all  between  the  water  tank  and  boiler  and  they  all  work 
in  the  same  direction.  From  the  feed-pump  the  water  is 
forced  directly  to  the  boiler.  A  pipe  leads  from  the  feed 
pump  to  a  by-pass,  which  is  worked  by  a  lever,  placed  con- 
veniently at  the  hand  of  the  driver.  By  turning  this  lever 
the  feed,  when  the  boiler  is  full,  can  be  thrown  back  directly 
into  the  tank.  The  boiler  is  supposed,  normally,  to  carry 
about  8  inches  of  water  above  the  tube-sheet,  leaving  5 
inches  of  steam  space ;  but  an  inch  or  two  either  way  in  the 
water  level  is  not  of  serious  consequence,  the  boiler  steam- 
ing satisfactorily  even  when  there  is  only  an  inch  of  water 
over  the  lower  tube-sheet.  A  water-glass  on  the  outside  of 
the  vehicle  body  shows  at  a  glance  the  water  level.  By 
arranging  a  mirror  on  the  dash  board,  the  driver  can  have 
the  water-glass  continually  under  his  eye.  Check  valves 
are  provided  above  and  below  the  water-glass,  so  that  if  the 
glass  should  break  there  would  be  no  rush  of  steam  or  water 
from  the  boiler. 

On  a  level  road,  at  a  speed  of  10  or  12  miles  per  hour,  the 
steam  is  usually  maintained  at  a  pressure  of  1 50  pounds  to 
the  square  inch.  The  pop-valve  is  set  at  240  pounds.  In 
operating  the  locomobile,  one  is  impressed  with  a  sense  of 
the  reserve  power  of  the  boiler  and  engines,  the  carriage 
starting  from  rest  with  a  wonderfully  rapid  acceleration, 
jumping  to  full  speed,  if  desired,  within  a  very  few  lengths. 


STEAM  PROPELLED  VKHICLES.  109 

This  is  the  type  of  vehicle  that  ascended  Mount  Wash- 
ington,  6,300  feet,  in  a  run  of  8  miles  in  two  hours  and  ten 
minutes.  It  can  climb  a  grade  of  14  per  cent,  at  15  miles 
per  hour.  It  has  overcome,  unaided,  a  grade  of  30°  without 
difficulty. 

THE  CLARK  STEAM  AUTOMOBILE. 

In  Fig.  70  is  illustrated  the  steam  dos-a-dos  built  by 
Edward  S.  Clark,  278  Freeport  Street,  Boston,  Mass.  It 
weighs  about  1,200  pounds,  with  equipment,  ready  to  run. 
Wire  wheels,  30  and  34  inches  diameter;  pneumatic  tires,  5 


' 
FIG.  70. — THE  STEAM  DOS-A-DOS. 

inches  diameter;  the  frame  of  steel  tubing;  front  axle 
tubular;  rear  axle  solid.  Vertical  handles  for  steering  and 
operating  the  links,  for  all  speeds  and  reversing,  are  placed 
in  the  middle  of  the  seat,  so  that  the  operator  may  sit  on 
either  side  of  the  seat.  The  band-brake  lever  is  also  in  the 
middle  of  the  foot-board,  and  can  be  operated  from  either 
side  of  the  seat. 

Fig.  71  represents  the  boiler,  the  shell  of  which  is  made 
of  steel-plate  No.  10  wire  gauge.  The  heads  are  flange 
steel,  i  inch  thick,  riveted  to  the  shell  and  calked  as  in  ordi- 
nary toiler  practice.  The  boiler  is  16  inches  diameter,  14 


110  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

inches  high  outside  of  tube  heads,  and  21  inches  high,  over 
all,  from  bottom  of  burner  to  top  of  hood.  It  contains  360 
copper  tubes  £  inch  diameter,  weighs  140  pounds,  and  is 
suited  for  a  double  cylinder  engine,  2j  by  4  inches,  running 
at  150  pounds  boiler  pressure. 

The  Clark  engines  are  all  double  cylinder  and  of  two 
models,  in   regard  to  their  operating  gear.     The  Class  A 


FIG.  71. — THE  BOILER. 

are  built  in  four  sizes,  viz.,  2 J  x  4,  2^  x  4,  2f  x  4  and  3x4 
inches  bore  and  stroke. 

The  cylinders  are  of  close  grain  cast  iron ;  the  frame  of 
steel  and  bronze ;  crank  shaft  a  solid  steel  forging  ;  cross- 
heads  and  all  bearings  of  phosphor  bronze  ;  pistons  of  steel, 
with  cast-iron  spring  rings. 

The  valves  are  operated  by  a  small  independent  shaft 
geared  to  the  crank  shaft,  and  the  engine  reversed  by  a 
sliding  sleeve  on  the  valve  shaft,  which  reverses  the  motion 


STEAM  PROPELLED  VEHICLES. 


Ill 


of  the  slide  valves.  The  pump  for  feeding  the  boiler  is 
operated  by  an  arm  on  the  cross-head,  as  shown  in  the  cut, 
fig.  72.  The  weight  of  the  engine,  as  shown  in  the  cut,  is 
50  pounds. 

Mr.  Clark  furnishes  boilers  with  fittings,  burner,  regulator 
complete,  as  shown  in  the  cut,  and  the  engine,  to  parties 


FIG.  72.  -THE  ENGINE. 
CLASS  A. 


FIG.  73.-  THE  ENGINE. 
CLASS  B. 


who  wish  to   assemble   their   vehicles   and   motive   power 
themselves. 

The  Class  B  engines,  Fig.  73,  of  Mr.  Clark's  construction 
are  built  on  the  same  lines  and  material  as  Class  A,  with 
the  exception  of  the  valve  gear,  which  is  operated  by  four 
eccentrics  on  the  crank  shaft  connected  to  a  pair  of  links, 
locomotive  style.  The  driving  sprocket  is  placed  in  the 


112  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

center  of  the  shaft  between  the  eccentrics.  The  Class  B 
are  made  in  two  sizes,  2J-  x  3  and  2^  x  3*  bore  and  stroke. 
The  smaller  size  engine,  as  shown  in  the  cut,  weighs  35 
pounds. 


Chapter  VI. 

HORSELESS    VEHICLES    WITH    EXPLOSIVE 
MOTORS. 


CHAPTER    VI. 

HORSELESS    VEHICLES    WITH    EXPLOSIVE    MOTORS. 

Almost  as  soon  as  the  gas  engine  was  successfully 
reduced  to  its  present  simplicity  and  reliable  action, 'inven- 
tors began  to  apply  it  to  road  wagon  propulsion.  Lenoir, 
in  France,  patented  the  first  explosive  motor  vehicle  in 
1860.  Benz,  in  Germany,  was  one  of  the  first  to  produce  a 
successful  motor  wagon,  which  was  publicly  exhibited  in 
Munich,  Germany,  in  1891. 

Daimler,  also  in  Germany,  followed  closely  in  the  early 
years  of  the  decade  with  improvements  in  explosive  motors 
for  marine  and  road  propulsion. 

The  new  power  idea  spread  rapidly  in  France  and  Eng- 
land and,  with  the  electric  motor,  now  forms  the  three 
principal  systems  of  road  motive  power  so  largely  in  use  in 
all  Europe  and  the  United  States. 

A  host  of  experimenters  in  France,  among  whom  may  be 
named  Serpollet,  Peugot.  Panhard,  Lavassor,  Kreiger,  De 
Dion  and  Bouton,  have  contributed  largely  in  perfecting 
the  mechanism  of  the  automobile  and  thereby  giving  it  a 
distinctive  reputation,  upon  which  American  inventors  have 
widened  its  mechanical  and  economical  adapta  ion  for 
vehicle  construction  and  motive  power. 

The  Duryeas  took  up  the  experimental  line  in  automobile 
motors  in  the  United  States,  in  1886,  and  after  five  years  of 
personal  effort  produced  their  first  motor  vehicle  in  1891. 


Il6  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

Others  fell  into  the  same  line  of  experimental  construction, 
so,  that  the  beginning  of  the  twentieth  century  has  found 
the  motor  power  greatly  perfected  in  all  its  parts. 

The  introduction  of  solid  and  pneumatic  tires  has  made  a 
great  advance  in  the  comfort  of  riding  and  has  contributed 
largely  to  "the  machine  economy  by  the  saving  in  wear  and 
tear,  from  the  excessive  jar  and  vibratio  '  caused  by  the  use 
of  iron  shod  wheels. 

The  past  decade,  therefore,  compasses  the  history  of  this 
branch  of  automobile  work.  The  Benz  wagon  of  its  early 
date  was  not  essentially  different  from  its  followers ;  being 
operated  by  a  single  four  cycle  cylinder,  running  at  a  high 
speed,  reduced  by  belts  to  a  counter  shaft  and  by  chain  and 
sprocket  wheels  to  the  wagon  axle.  Since  then  the  prime 
moving  units  have  been  duplicated  in  the  explosive  motor 
vehicle,  and  even  three  or  four  cylinders  have  come  into 
use  with  most  satisfactory  results.  Five  cylinders  give  an 
almost  constant  impulse  to  the  shaft  and  keep  the  motor 
in  uniform  motion,  making  it  possible  to  dispense  with  the 
fly  wheel,  or  to  make  it  so  light  that  its  weight  will  scarcely 
effect  the  total  weight  of  the  running  gear.  Although  the 
gasoline  engine  by  its  simplicity  of  construction  and  free- 
dom from  watchful  care,  as  with  steam,  is  better  adapted 
for  road  wagon  service,  yet  it  has  its  faults  of  design  to 
meet  all  requirements.  In  its  present  form  it  does  not 
reverse  and  hence  the  necessity  of  somewhat  complicated 
machinery  for  making  its  operation  complete.  With  single 
cylinder  motors,  a  high  speed  is  necessary  that  the  fly 
wheel  may  equalize  the  motion  from  a  four  or  two  cycle 
impulse.  In  spite  of  the  few  difficulties  and  inconveniences 
in  operating  a  gasoline  road  wagon,  it  has  as  yet,  but  one 
real  competitor  for  all  -  round  service  and  for  country 
touring. 


IGNITION    FOR   GASOLINE    MOTORS  I  IJ 

IGNITION     FOR     GASOMNE     MOTORS. 

The  hot  tube  for  ignition  is  not  in  general  use,  although  it 
has  done  well  with  small  platinum  tubes  in  English  and 
German  motor  vehicles  and  motor  bicycles.  The  constancy 
of  the  heating  jet  seems  to  be  quite  as  complex  to  guard 
from  shifting  air  currents  and  to  ensure  a  continual  genera- 
tion and  flow  of  gasoline  vapor  for  the  burner  as  is  the 
electric  ignition  system,  which  appears  to  be  generally 
adopted  in  the  later  European  and  American  motor  vehicles. 
For  a  more  special  study  of  each  system  of  ignition  a  refer- 
ence to  my  work  on  "  Gas,  Gasoline  and  Oil  Engines  "  is 
recommended,  which  also  treats  of  the  explosive  technics  of 
gasoline,  vapor  and  air  mixtures,  and  the  management  of 
explosive  motors,  with  the  theoretical  considerations  and 
formulas.  Two  kinds  of  sparking  devices  are  in  use.  The 
separated  electrodes,  which  require  a  jump  spark  from  a 
single  induction  coil  of  the  Rhumkorff  type  from  a  break 
device  on  the  outside  of  the  cylinder,  and  the  single 
wire  induction  accumulator  coil,  with  a  wiping  spark 
by  break  contact  within  the  cylinder.  Opinion  is  divided 
as  to  the  merits  of  each  method  and  their  details  of 
operation. 

The  secondary  or  jump  spark,  however,  is  not  by  any 
means  so  easy  to  handle.  The  insulation  must  be  far  more 
perfect,  and  even  then  in  damp  weather  the  spark  will 
sometimes  run  along  the  surface  of  the  external  parts  and 
thus  miss  the  required  "  jump  "  in  the  explosion  chamber. 
The  points  in  the  cylinder  between  which  the  spark  should 
occur  will  become  either  at  their  tips  or  their  bases  covered 
with  carbon  deposit,  which,  acting  as  a  conductor,  again 
destroys  the  spark.  Most  of  the  various  Rhumkorff  coils, 
moreover,  require  a  "vibrator"  in  the  primary  current, 
-which  is  liable  to  get  out  of  order.  These  troubles,  bad 


Il8  HORSELESS    VEHICLES   AND   AUTOMOBILES. 

enough  with  one  cylinder,  become  worse  when  two  are  in 
use,  and  the  commutation  becomes  more  complicated  in 
consequence.  This  form  of  coil,  as  a  rule,  requires  a  battery 
and  does  not  work  so  well  with  a  self-induction  dynamo,  so 
that  for  automatic  use  both  battery  and  dynamo  may  have 
to  be  used,  a  dry  battery  for  starting  and  a  dynamo  generator 
for  a  continual  current. 

With  the  single  wire  or  sparking  coil  with  current  from  a 
live  battery  or  permanent  field  generator,  or  other  generator 
giving  a  nearly  constant  current  that  is  broken  by  a  wipe  or 
contact  sparking  device  \vithin  the  cvlinder,  there  are  also 
troubles,  resulting  in  mis-fires.  The  wiper  or  hammer  must 
be  actuated  by  snap  devices  on  the  outside  of  the  cylinder 
and  may  be  well  regulated  as  to  time  and  varied  in  its  move- 
ment to  delay  ignition  for  motor  speed  change.  Its  troubles 
arise  from  the  same  carbon  deposit  that  effects  the  electrodes 
with  short  circuit,  and  the  wipers  wear  quite  fast.  A 
hammer  contact  is  good,  but  has  its  noisy  troubles. 

The  current  f  >r  properly  firing  the  charge  should  have  an 
electro-motive  force  of  at  least  ten  volts ;  a  weaker  current 
will  fire  the  mixture  when  all  parts  are  clean,  but  much  of 
the  mysterious  and  unseen  failures  may  be  attributed  to  a 
weak  current.  The  most  suitable  current  gives  a  white  or 
bluish-white  spark,  the  red  spark  even,  if  large,  is  not 
reliable,  whether  a  jump  spark  or  a  break  c  mtact.  This 
essential  feature  should  have  means  for  easy  observation  in 
every  electrically  ignited  motor,  and  should  be  the  first  to 
be  examined  when  the  motor  stops  from  unknown  cause. 
The  amount  of  compression  effects  to  a  considerable  degree 
the  certainty  of  firing  from  the  electric  spark.  The  heat 
generated  by  compression,  increases  with  the  pressure,  so 
that  a  spark  that  fails  to  ignite  at  15  or  20  pounds  compres- 
sion will  readily  ignite  at  from  50  to  60  pounds  compression. 


Chapter  VII. 
ELECTRIC   IGNITION   DEVICES. 

ELECTRIC      BATTERIES — HOW     TO      CHARGE      THE      PRIMARY 
BATTERIES — TO    CHARGE    THE    BATTERIES — TO    AMAL- 
GAMATE  THE  ZINCS — THE   ELECTRIC   IGNITER — 
ELECTRIC       IGNITION      COILS — AN      IM- 
PROVED   ELECTRIC   IGNITER. 


CHAPTER  VII. 

ELECTRIC    IGNITION    DEVICES. 
ELECTRIC    BATTERIES. 

When  the  Edison-Lalande  battery  is  used  for  automobile 
work,  it  is  not  necessary  to  employ  a  sparking  magneto  or  a 
generator,  or  any  other  device  of  this  character,  as  the  bat- 
tery delivers  a  perfectly  uniform  current  which  is  just  as 
strong  at  the  end  of  twelve  hours  work  as  at  the  beginning. 
This  simplifies  the  electrical  connections  very  greatly, 
which  is  a  great  advantage  when  it  is  considered  that  gaso- 
line automobiles  are  handled  by  people  having  little  or  no 
electrical  knowledge. 

The  Edison  spark  coil  is  the  result  of  a  large  number  of 
experiments  to  determine  the  most  efficient  shape  and  style 
for  use  on  rapid-firing  motors.  It  is  a  short,  thick  coil, 
which  will  give  a  hot,  bright  spark,  and  yet  will  have  an 
instantaneous  discharge.  This  coil,  when  used  with  the 
Edison-Lalande  portable  batteries,  types  Z  or  V,  makes  a  per- 
fect outfit  for  vehicles  requiring  electric  ignition. 

Fig.  74  illustrates  the  Z  Edison-Lalande  battery,  which  is 
suitable  for  sparking  small-sized  gasoline  engines,  size  4^  by 
6|  inches,  and  has  a  capacity  of  100  ampere-hours. 

Fig.  75  illustrates  the  V  Edison  Lalande  battery  which  is 
suitable  for  sparking  the  larger  vehicle  gasoline  engines, 
size  5f  by  8  inches,  and  has  a  capacity  of  150  ampere-hours. 


122 


HORSELESS  VEHICLES   AND    AUTOMOBILES. 


FIG.  74.— THE  Z 
CELL. 


The  elements  employed  in  the  Edison-Lalande  cell  are 
zinc,  which  forms  the  negative  pole,  and  black  oxide  of  cop- 
per (Cu.  O),  the  positive  pole  of  the  battery.  The  exciting 
liquid  is  simply  a  solution  of  caustic 
potash.  The  oxide  of  copper  is  ob- 
tained by  the  process  of  roasting  copper 
turnings  ;  the  oxide  is  then  ground  into 
a  fine  powder  and  compressed  into  solid 
blocks,  from  which  plates  of  a  suitable 
size  for  the  different  cells  are  cut. 
These  plates  are  suspended  from  the 
cover  of  the  containing  vessel  (a  porce- 
lain jar),  in  a  grooved  copper  frame, 
the  sides  of  which  are  rigidly  bolted  to 
the  cover  by  means  of  thumb  nuts,  one 
of  which  also  serves  as  the  positive  pole  of  the  battery. 
On  each  side  of  the  copper  oxide  element  in  the  larger  type 

cells  (but  only  on  one  side  in  the 
smaller  types)  is  suspended  a  rolled 
zinc  plate.  These  zinc  plates  are 
fastened  by  a  bolt  to  a  knob  on  the 
cover.  This  prevents  any  move- 
ment in  the  relative  position  of  the 
elements,  and  does  away  with  the 
necessity  of  using  vulcanite  sepa- 
rators to  prevent  any  short  circuits 
occurring  in  the  solution.  The 
zincs  are  amalgamated,  and  as  in 
most  batteries,  the  zinc  is  attacked 
more  vigorously  near  the  top  than 
at  the  lower  part  of  the  plate.  The  zincs  for  this  cell  are 
made  slightly  tapering,  the  thick  part  being  uppermost. 
The  exciting  liquid  employed  in  the  battery  consists,  in 


FIG.  75. — THE  V  CELL. 


ELECTRIC   IGNITION   DEVICES.  123 

all  types,  of  a  25  per  cent,  solution  of  caustic  potash  in  water, 
or,  in  other  words,  of  a  solution  of  one  pound  of  caustic 
potash  in  three  pounds  of  water.  When  the  circuit  is  closed 
and  the  cell  is  put  in  action,  the  water  is  decomposed,  the 
oxygen  forming,  with  the  zinc,  oxide  of  zinc,  which,  in  turn, 
combines  with  the  potash  to  form  an  exceedingly  soluble 
double  salt  of  zinc  and  potash,  which  dissolves  as  rapidly  as 
it  is  formed  ;  the  hydrogen,  liberated  by  the  decomposition 


FIG.  76. — THE;  EDISON  PRIMARY  BATTERY. 

of  the  water,  reduces  the  copper  oxide  to  metallic  copper. 
A  layer  of  heavy  paraffine  oil,  three-eighths  of  an  inch  deep, 
is  then  added  to  keep  out  the  air  and  prevent  creeping. 
These  batteries  are  manufactured  by  the  Edison  Manufac- 
turing Company,  New  York  City. 

In  Fig.  76  is  illustrated  an  Edison  four-cell  primary  battery 
suitable  for  motor  ignition.  It  is  connected  in  series  and 
equal  to  an  electromotive  force  of  j\  volts. 

A  current  of  from  5  to  12  amperes  can  readily  be  drawn 


124  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

from  this  battery.  At  a  5-ampere  discharge  it  will  give  250 
Watt  hours.  It  can  be  used  for  lighting  carriages,  where  it 
will  give  three  3-candle  power  lamps  for  a  period  of  eight 
hours. 

This  battery,  which  has  permanent  connections  com- 
pletely protected  from  the  solution  and  placed  at  the  bottom 
of  the  box,  is  free  from  deposits  of  every  description,  ready 
for  use  as  soon  as  charged,  and  which  gives  a  perfectly 
steady  and  constant  current  for  the  whole  of  the  life  of  the 
charge.  The  battery  is  absolutely  free  from  polarization 
and  one  fluid  only  is  employed,  rendering  it  practically  a 
single  fluid  battery.  It  will  operate  either  through  a  spark 
or  a  Rhumkorff  coil,  and  as  there  is  perfect  depolarization 
there  is  no  possibility  of  failure  to  spark. 

It  has  an  outside  measurement  of  8-J  by  8J  by  8£  inches 
and  weighs,  when  charged,  20  pounds. 

These  batteries  are  furnished  by  the  Edison  Electric 
Light  and  Power  Company,  New  York  City. 

HOW    TO    CHARGE    THE    PRIMARY    BATTERIES.       (FIG.  76.) 

To  Make  the  Solution. 

Dissolve  in  an  earthenware  vessel  six  pounds  nitrate  of  soda 
{Chili  saltpetre)  in  one  gallon  of  water  and  add  slowly  one 
gallon  sulphuric  acid  ;  allow  it  to  stand  four  or  five  hours  to 
cool.  This  solution  is  used  on  the  carbons  and  should  be 
kept  in  a  stoppered  bottle.  Do  not  mix  it  in  a  glass  vessel, 
a  bottle  or  in  the  battery.  The  heat  generated  may  break 
glassware. 

For  the  zincs,  add  one  part  by  volume  of  sulphuric  acid 
to  fifteen  parts  of  water. 

To  Charge  the  Battery. 

Put  in  each  porous  pot  the  amount  of  nitrate  of  soda 
stated  in  the  description  of  the  battery ;  then  fill  the  porous 


ELECTRIC    IGNITION   DEVICES. 


125, 


cell  with  the  strong  solution  to  within  one  inch  of  the  top ; 
then  insert  the  zincs  in  the  outer  cells  and  fill  to  top  of 
zincs  with  the  dilute  acid.  Place  the  rubber  tray  absorbent 
pad  and  lid  in  place  and  screw  down  tightly.  The  battery 
is  then  ready  for  operation.  The  dilute  acid  may  be  mixed 
in  the  box  in  case  of  necessity. 

To  Amalgamate  the  Zincs. 

Clean  the  zinc  by  dipping  it  for  a  short  time  in  dilute 
sulphuric  acid  (one  part  acid  to  ten  of  water),  then  with  a 
rag    rub    it   with    mercury   till  it  becomes 
brightly  polished. 

IGNITION   BY   DRY   BATTERY. 

Dry  batteries  are  much  in  use  for  igniting 
the   gas   charge  in  explosive  motors;   espe- 
cially   where    the   dynamo    generator  is   in 
use,  when  it  becomes  a  valuable  reservation 
against  failure  of  the  generator.     For  start- 
ing a  gasoline  motor  it  is  always  ready  and 
are  now  made  with  lasting  qualities  and  can 
be   depended   upon  for   continuous  service. 
The  dry  battery,  Fig.  77,  here  illustrated  is 
made   by   William    Roche,  42  Vesey  street, 
New  York  City,  for   gas   engines   and   automobile   motor 
ignition  and  much  used  as  a  reserve,  or  for  initial  ignition 
to  the  dynamo  in  starting  the  motor. 

Their  electro-motive  force  is  from  1.55  to  1.65  volts,  with 
from  8  to  22  amperes  current.  The  gas  engine  cell  is  round, 
7  by  3  inches.  The  automobile  cell  is  7  by  2f  by  2±,  or 
made  larger  if  desired. 


FIG.  77. — DRY 
BATTERY. 


126  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

ELECTRIC   IGNITION   DEVICES. 

The  sparking  dynamo  or  electric  generator  with  per- 
manent magnetic  field  is  illustrated  in  Fig.  78. 

This   dynamo   igniter  is   constructed  with    a  permanent 
magnet  field  and  an  armature  of  the  drum  type.     It  has 
self-feeding   carbon   brushes,  and   is   self-lubricating,  being 
provided  with  grease  cups.     The  arma- 
ture,  being    enclosed,   is   dirt,  oil    and 
moisture  proof.     It  can  be  run  in  either 
direction,  and  if  the  fly  wheel  of  the  en- 
gine runs  true,  may  be  driven  from  a  fric- 
tion pulley  bearing  upon  the  same,  or  may 
be  belted  to  the  fly-wheel  or  any  conve- 
FIG.  78.-GENER-        nient   shafting.      The   speed   should  be 

ATOR 

about  2,000.  The  Holtzer-Cabot  Elec- 
tric Company,  Boston  (Brookline),  Mass.,  manufacture  these 
dynamo  igniters. 

The   sparking   coil,  Fig.  79,  is  of  the  Edison  type.     It  is 

9  inches  long,  with  an  iron  wire 
core  wound  with  six  pounds  of  in- 
sulated copper  wire,  which  enables 
it  to  give  a  bright,  hot  spark,  even 
with  a  weak  current,  from  the  bat- 

FlG.    79.-SPARKING    COIL.     tery        They    are    furnished     by    the 

Edison  Manufacturing  Company,  New  York  City. 

THE   ELECTRIC   IGNITER. 

Electric  ignition  for  gasoline  motors,  in  one  of  its  forms  is 
in  general  use.  The  primary  current  may  be  from  a  wet 
battery  made  suitable  for  vehicle  service ;  a  wet  or  dry 
storage  battery  or  from  a  dynamo  generator  with  perma- 
nent magnets  for  the  field. 

Small  generators  with  a  current  wound  field,  so  made  as 
to  have  a  magnetic  reserve,  are  also  in  use. 


ELECTRIC    IGNITION   DEVICES. 


127 


In  Fig.  80  is  illustrated  an  ignition  battery  plant,  in  which 
the  batteries  may  be  two  or  three  in  series,  connecting  with 
the  binding  post,  P,  of  the  primary  winding  of  the  induction 
coil,  7",  and  continued  through  the  other  binding  post,  /*',  to 
the  breaker  at  K,  which  is  operated  by  a  break  contact  arm 
or  cam  on  the  reducing  gear  or  shaJt.  The  secondary 
winding  of  the  induction  coil  is  connected  to  the  binding 
posts  of  the  ignition  plug,  P,  by  the  wires,  e,  e,  and  con- 
tinued through  separate  insulating  sleeves,  t,  i.  terminating 
in  the  platinum  points,  c,  c.  The  distance  apart  ot  the 


FIG.  80. — ELECTRIC  IGNITER. 


platinum  points  must  be  determined  by  the  intensity  of  the 
battery  and  induction  coil. 


ELECTRIC   IGNITION    COILS. 


The  principles  covering  the  construction  of  the  jump 
spark  coil  having  a  secondary  induction  coil  is  not  gener- 
ally understood;  we  therefore  illustrate  in  Fig.  81,  the 
details  of  such  a  coil  without  a  vibrator,  and  in  Fig.  82,  the 
same  coil  with  the  vibrator.  The  first  shows  the  connecting 
arrangement  as  used  by  De  Dion,  ot  tricycle  fame  in  France. 

H,  //,  is  the  iron  core  generally  made  of  soft  wire. 

The  heavy  line  coil  is  the  primary  winding  over  the  core. 
P,  P,  M,  M,  are  the  primary  binding  posts.  The  upper 
posts,  P  and  P,  are  connected  through  the  battery  and 
switch  The  lower  posts,  M  and  M,  are  connected  through 


128 


HORSELESS   VEHICLES   AND    AUTOMOBILES. 


the  breaker  on  the  reducing  gear  from  the  crank  shaft 
represented  at  N,  F,  D,  G.  The  upper  post,  Pt  arid  the 
lower  post,  M,  are  directly  connected,  making  a  complete 
primary  circuit  Irom  the  battery,  A,  through  the  switch,/, 


FIG.  81.— THE  JUMP  SPARK  COIL. 

and  post,  P,  around  the  core  and  post,  M,  to  the  breaker  at 
D,  and  through  the  lower  post,  M,  and  across  by  the  upper 
post,  P,  to  the  battery. 

The  condenser,  Z,  is  composed  of  strips  of  tinfoil  sepa 
rated  by  paraffined  paper. 


FIG  82.— JUMP  SPARK  COIL  WITH 
VIBRATOR. 

The  strips  of  tinfoil  are  continuous  or  in  series  and  are 
connected  as  a  shunt  across  the  contact  breaker  through 
the  posts,  M,  M.  The  secondary  coil  of  finer  wire  is  wound 


ELECTRIC    IGNITION   DEVICES.  129 

outside  ot  the  primary  coil  with  each  end  terminating  in 
the  sparking  electrodes  in  the  cylinder. 

The  vibrating  coil,  Fig.  82,  is  the  same  in  its  parts  and 
action  with  the  coil,  Fig.  81,  with  the  addition  of  a  spring 
vibrator  shown  at  /%  G, 

The  primary  circuit  is  completed  by  the  cross  connec- 
tion from  D  to  C. 

The  passage  of  the  current  round  the  primary  coil, 
excites  magnetism  in  the  solt  iron  core,  //,  which  then 
attracts  the  block,  G,  on  the  spring,  G,  F,  thus  breaking  the 


FIG.  83  — THE  JUMP  SPARK  COIL  IN  A  CASE. 

circuit  at  E,  and  stopping  the  flow  ol  current  in  the  primary 
coil. 

This  action  causes  the  core,  //,  to  lose  its  magnetic  force, 
and  the  block,  G,  in  virtue  of  the  spring  on  which  it  is 
mounted,  flies  back,  and  the  circuit  is  remade  at  E.  only  to 
be  broken  again  in  the  same  manner.  By  careful  adjust- 
ment of  the  screw  in  Z>,  a  very  rapid  make  and  break  action 
may  be  obtained,  which  takes  place  many  times  while  the 
commutator  bar,  C,  is  in  contact  with  the  spring,  B,  and 
during  this  period  the  passage  of  the  battery  current 
through  the  primary  winding  is  rendered  intermittent. 

The  induced  secondary  current  also  becomes  intermittent, 


130  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

and  this  secures  a  succession  of  sparks  that  insures  a  posi- 
tive ignition. 

These  coils  are  made  and  mounted  in  a  neat  substantial 
case,  Fig.  83,  and  can  be  used  either  with  or  without  the 
vibrator,  as  shown.  With  battery  giving  a  current  of  4  to 
6  volts  a  spark  of  i  inch  may  be  obtained  from  this  coil.  It 
is  fitted  with  binding  posts,  ready  to  connect  the  wires.  It 
is  made  by  C.  F.  Splitdorf,  25  Vandewater  Street,  New 
York  City. 

AN    IMPROVED    ELECTRIC    IGNITER. 

In  Fig.  84  is  shown  a  new  ignition  plug  of  French  origin 
designed  by  Bisson  Berges  et  Cie,  Paris. 


lA/vvvx*-*  - 


FIG.  84. — ELECTRIC  IGNITION  PLUG. 

The  plug  and  cap  may  be  made  of  best  brass  or  com- 
position, with  an  extension  piece  cast  on,  or  inserted  with 
a  platinum  pin,  opposite  to  which  is  a  copper  spindle  with 
a  fixed  collar  and  a  platinum  point.  The  insulators  may 
be  of  porcelain  or  of  lava  as  made  by  the  D.  M.  Steward 
Manufacturing  Company,  Chattanooga,  Tenn.  The  pack- 
ing may  be  of  mica  or  asbestos.  The  thickness  of  the 
packing  between  the  two  lava  or  porcelain  insulators  makes 
an  easy  adjustment  of  the  distance  a  part  of  the  pla- 
tinum tips. 


Chapter  VIII. 
ATOMIZING   CARBURETORS. 

GASOLINE   VAPORIZER. 


CHAPTER     VIII. 


ATOMIZING   CARBURETORS. 


In  Fig.  85  is  illustrated  a  very  simple  atomizing  carburetor, 
in  which  F  is  the  cylinder  port ;  E,  inlet  valve  ;  G,  exhaust 


FIG.  85. — ATOMIZING  CARBURETOR. 

valve  ;  D,  the  air  inlet  valve,  and  C  the  gas  or  gasoline 
inlet  valve.  A  controlling  valve,  or  cock,  should  be  put  in 
the  gasoline  pipe,  and  the  air  inlet  pipe  should  have  an  air 


134 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


shutter  for  regulation  of  air  intake.  The  gasoline  and  air 
inlet  valves  should  be  put  together  in  separate  fittings  for  a 
ready  means  of  adjustment,  and  so  arranged  that  the  air 
valve,  A  strikes  the  stem  of  the  gasoline  valve,  C,  at  the 
m  )ment  of  indraft  of  the  piston.  An  additional  regulating 
air  inlet  valve  should  enter  the  inlet  chamber  above  the 
gasoline  valve,  C. 

AN    ATOMIZING    CARBURETOR. 

In  Fig.  86  is  illustrated  a  gasoline  leed  atomizing  carbure- 


FIG,  86. — ATOMIZING  CARBURETOR. 

tor  from  a  gravity  or  pressure  flow  to  the  valve  box,  F9  with 
a  regulating  cock  or  valve,  and  a  supplementary  air  valve  at 
6",  both  under  the  control  of  the  driver.  The  gasoline  tank 
may  be  placed  at  a  lower  level  with  air  pressure. 

The  inlet  needle  valve,  E,  is  opened  by  contact  with  the 


ATOMIZING   CARBURETORS.  135 

automatic  air  valve,  D,  which  is  lifted  by  the  draft  of  the 
piston  at  the  charging  moment.  B  is  a  cage  that  forms  the 
seat  of  the  valve,  D,  and  the  guide  for  its  spindle,  C.  At  /, 
on  the  valve  spindle,  is  a  nut  and  lock  nut  by  which  to  set 
the  lift  of  the  air  valve,  D.  By  attaching  a  lever  to  the  spin- 
dle at  /,  the  flow  of  gasoline  to  the  atomizer  may  be  con- 
trolled or  closed  without  operating  the  valve  between  the 
valve  chamber  and  the  tank  while  running  the  motor. 

THE    LEPAPE    CARBURETOR. 

In  Fig.  87  is  illustrated  the  carburetor,  made  by  M.  H. 
Lepape,  Paris,  France.  It  comprises  an  outer  cylindrical 
shell,  with  a  cross  bar  and  central  valve  chamber,  with  gaso- 
line inlet  and  regulating  valves,  as  shown  in  the  sectional  cut. 
The  central  cylindrical  body  provided  with  a  chamber,  e, 
which  can  be  closed  both  at  top  and  bottom  by  valves,  the 
stems  of  which  are  respectively  surrounded  by  coiled 
springs,  X  and  z.  The  outer  shell  at  its  top  is  closed  by  a 
cap,  g,  through  which  passes  an  adjusting  screw,  V,  engag- 
ing the  stem  of  the  valve,  a.  In  the  lower  portion  of  the  shell 
a  bell  piece  is  mounted,  which  is  surrounded  by  wire  gauze, 
Pt  through  which  heated  air  from  the  exhaust  heater  passes. 
The  gasoline  to  be  vaporized  enters  at  mt  beneath  the 
valves.  The  explosive  mixture  finds  its  exit  through  the 
tube,  T. 

In  inoperative  position  the  lower  valve  is  slightly  raised 
from  its  seat  by  the  upper  valve,  the  two  valve  stems  tele- 
scoping within  each  other.  The  movement  of  the  stems  is 
limited  by  stops,  e.  The  valves  being  in  this  position  the 
liquid  will  fill  the  chamber  e,  by  gravity  or  pressure  from 
the  gasoline  tank.  When  the  inlet  valve  of  the  motor  is 
open  the  resistance  of  the  wire  gauze  will  cause  the  cap,  g, 
to  be  depressed,  and,  likewise,  its  adjusting  screw,  V.  The 


136 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


upper  valve  stem   will   then  be  plunged  into  the  chamber 
filled  with  liquid. 

By  this  operation  the  lower  valve  will  be  closed,  thus  cut- 
ting off  the  communication  between  the  supply  reservoir 
and  the  chamber,  e.  As  it  continues  to  fall,  the  cap  will 
lorce  the  valve  stem,  /,  into  the  liquid  contained  in  the  cham- 
ber, e,  and  will  cause  it  to  displace  a  volume  of  liquid  equal 

to  that  of  the  immersed  portion. 
The  volume  immersed  and  conse- 
quent displacement  can  be  regu- 
lated to  meet  the  requirements  of 
the  motor,  by  means  of  the  adjust- 
ing screw,  V,  ol  the  cap,  g.  By 
turning  the  collar,  d,  a  supply  of 
fresh  air  can  be  admitted  to  dimin- 
ish the  vacuum  produced  by  the 
intake,  and  consequently  to  regu- 
late the  quantity  of  liquid  which 
falls  on  the  wire  gauze,  P,  since 
this  volume  depends  upon  the  de 
gree  of  immersion  of  the  stem. 
The  liquid  which-  falls  upon  the 
wire  gauze  is  vaporized  by  the  hot 
air  and  passes  to  the  cylinder  of 
the  motor,  mixed  with  air  for  regu- 
lating the  mixture  from  the  perfo- 
rated shell  and  regulating  cap,  d. 

It  therefore  follows  that  the  admission  of  a  supply  of  cold 
air  regulates  the  quantity  of  liquid  which  should  pass  to  the 
cylinder,  and  the  proportions  of  air  and  gas  in  the  explosive 
mixture  introduced  within  the  cylinder  of  the  motor. 

The  screw,  E,  serves  to  release  any  air  from  the  liquid 
supply  tube,  and  to  permit  a  small  quantity  of  liquid  to  flow, 


FIG.  87. — LEPAPE 
CARBURETOR. 


ATOMIZING   CARBURETORS. 


in  order  to  facilitate  the  starting  ot  the  motor.  The  device 
is  claimed  to  give  a  perfect  carburation  without  odor  or 
smoke. 

THE     DAIMLER    CARBURETOR. 

The  atomizing  carburetor  used  on  the  Daimler  motor  is 
illustrated  in  Fig.  88.  It  is  of  the  constant  level  type,  in 
which  a  float,  B,  operates  a  pair  of  counterweight  levers,  E, 
and  the  valve  spindle,  D,  to  control  the  inlet  of  gasoline  to 
meet  the  exact  wants  for 
the  motive  power. 

At  each  charging  stroke 
of  the  piston  through  the 
aspirating  passage,  M,  the 
gasoline  is  drawn  in  a  jet 
from  the  nozzle,  /,  and  air 
is  drawn  at  the  same  time 
from  the  primary  air  pass- 
age into  the  annular  cham- 
ber, //,  and  under  the  drop 
tube,  F,  as  shown  by  the 
arrows,  and,  passing  the 
nozzle  with  great  velocity 
and  with  the  jet  of  gaso- 
line strikes  the  deflector,  K, 
where  the  gasoline  is  finely  atomized  and  mixed  with  the 
air.  A  further  aeration  and  evaporation  of  the  atomized 
particles  of  the  gasoline  is  made  and  regulated  by  the  air 
inlet  through  the  perforated  cap  at  the  top,  which  is  gradu- 
ated and  may  be  operated  by  a  handle  and  link  from  the 
driver's  seat. 

A  cloth  filter  is  inserted  between  the  flanges  of  the  chamber 
at  O,  and  a  cavity  plug,  P,  serves  for  emptying  the  pipe  and 
reservoir  and  for  catching  any  particles  of  dirt  that  may 


FIG.  88. — DAIMLER  CARBURETOR. 


138 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


pass  into  the  pipe.  The  cap  over  the  valve  spindle  has  a 
small  vent  hole  and  serves  to  relieve  any  pressure  caused  by 
the  variation  of  the  position  of  the  float,  B.  The  gasoline 
enters  at  N,  by  gravity  or  slight  air  pressure  in  the  tank  as 
desired. 

THE    ABEILLE    CARBURETOR. 

The  carburetor,  or  rather  atomizer.  Fig.  89,  is  used  on  a 
French  vehicle  with  the  Abeille  motor.  It  is  a  constant 
level  feed  atomizer,  regulating  its  feed  from  a  higher  level 


FIG.  89. — THE  ABEII^LE  CARBURETOR. 

reservoir,  or  tank,  by  means  of  a  float,  B,  in  the  receiver,  A, 
which,  by  its  floating  position,  opens  a  small  conical  valve 
on  the  lower  end  of  the  spindle,  C,  through  the  operation  of 
the  lever,  D.  The  spindle  C,  being  a  counterpoise  weight 
to  close  the  inlet  valve  when  the  float,  B,  exceeds  the  proper 
height.  The  level  of  the  gasoline  in  the  receiver  is  adjusted 
to  stand  just  below  the  top  of  the  jet  nozzle  at  E.  An  inlet 
for  air  to  meet  the  gasoline  jet,  /,  at  the  neck  of  the  double 
cone,  //,  is  shown  by  the  circular  opening  in  the  oval  flange 


ATOMIZING   CARBURETORS. 


'39 


behind  the  jet.  The  suction  of  the  piston  during  the  charg- 
ing stroke  jets  the  gasoline  against  the  perforated  cone  in 
contact  with  the  annular  jet  of  air  from  below,  where  it  is 
met  by  the  regulated  diluting  air  from  the  holes  in  the 
upper  section  of  the  perforated  cone.  The  cap,  L,  has  holes 
corresponding  with  the  air  holes  in  the  inner  section,  so 
allowing  of  adjusting  the  area  of  the  diluting  air  inlet  by 


FIGf  9o. — THE  W.  HAY  VAPORIZER. 

rotation  on  its  screw  thread.     The  jet  nozzle  can  be  quickly 
removed  or  adjusted  by  removing  the  plug  F. 


GASOLINE   VAPORIZER. 


In  Fig.  go  is  illustrated  a  vaporizer  patented  by  Walter 
Hay,  New  Haven,  Connecticut.  It  has  some  excellent 
features  for  pertecting  the  vapor  and  air  mixture  before  it 
enters  the  cylinder.  The  gasoline  enters  the  small  annular 


140  'HORSELESS   VEHICLES   AND   AUTOMOBILES. 

chamber,  a,  a! ,  through  the  pipe,  d.  Several  small  holes 
open  from  the  annular  chamber  upon  the  central  line  of  the 
valve  seat  of  the  inlet  air  valve  E,  some  of  which  have  screw 
needle  valves  for  regulating  the  flow  of  gasoline.  The 
inrush  of  air,  when  the  valve  opens  by  the  draft  of  the 
piston,  atomizes  the  inflowing  gasoline  and  precipitates  the 
atoms  upon  the  deep  wings  of  a  fan,  //,  hung  upon  the  central 
spindle,/;  the  fan  is  set  in  motion  by  the  inrush  of  air, 
thoroughly  stirring  the  mixture  before  it  enters  the  pipe,  x, 
leading  to  the  inlet  valve,  A. 

The  horizontal  section  of  the  fan  and  chambers  is  shown 
at  the  lower  right-hand  corner  of  the  cut.  The  exhaust 
valve,  B,  is  opened  by  the  rock  shaft  arm,  dotted  below  in 
the  cut,  when  the  exhaust  passes  through  the  diagonal  pipe 
and  into  the  annular  chamber/,  surrounding  the  inner  vapor 
and  air  chamber,  imparting  heat  to  both  the  inner  chamber 
and  the  annular  gasoline  chamber  a,  a,  and  makes  its  final 
exit  through  the  slotted  apertures  in  the  outer  casing,  as  at 
g.~  The  spindle  casing  at  /',  in  the  cut,  should  have  a  line 
across  it-to  separate  the  fan  hub  from  the  spindle  guide. 


Chapter  IX. 
OPERATING    DEVICES   AND   SPEED    GEARS. 

THE   AUTOMATIC   CLUTCH— THE    COMPENSATING    GEAR— THE 

VARIABLE   SPEED    GEAR — A   MOTOR  TRICYCLE   GEAR — 

A    FRICTION    CLUTCH    MOTOR    CONNECTION — A 

GASOLINE   MOTOR   STARTER — STEERING 

WHEEL   GEAR— MUFFLERS. 


CHAPTER  IX. 

OPERATING   DEVICES   AND    SPEED    GEARS. 
THE   AUTOMATIC   CLUTCH. 

In  Fig.  91  is  illustrated  an  automatic  clutch,  to  take  the 
place  of  the  usual  compensating  gear.  The  upper  or  ratchet 


FIG.  91. — AUTOMATIC  CLUTCH. 

ring  is  made  fast  one  to  each  driving  wheel  hub ;  the  ratchet 
block  is  pivoted  in  the  lower  ring  that  is  loose,  having  small 
motion  on  the  shaft,  which  is  stopped  by  keys.  The  small 
collar  and  key  are  fixed  to  the  axle,  so  that  on  a  straight  run 
both  pawl  blocks  bear  in  the  forward  teeth  of  the  hub  ring. 
When  rounding  a  curve  the  outer  wheel  gains  on  the  inner 
wheel,  throwing  the  ratchet  block  into  the  position  shown 
in  the  right  hand  section  of  the  cut.  This  clutch  drives  in 
the  same  manner  in  backing  a  vehicle,  making  a  great 
improvement  over  the  old  forward  rachets,  and  a  very  simple 
device  as  compared  with  the  more  complex  compensating 
gear  that  requires  a  divided  and  sleeved  axle. 

It  is  the  invention  of  R.  F.  Stewart,  Pontico  Hills,  N.  Y. 


144  HORSELESS   VEHICLES   AND    AUTOMOBILES. 

THE   COMPENSATING   GEAR. 

The  compensating  gear,  so  essential  to  the  driving 
mechanism  of  motor  vehicles,  and  so  difficult  to  make  by  ama- 
teurs, can  now  be  purchased  from  the  Boston  Gear  Works, 
Boston,  Mass.  Their  details  are  illustrated  in  Figs.  92  to 
95.  The  sleeve  extension  on  the  side  is  the  friction  pulley 
for  the  band  brake.  They  are  made  in  two  sizes — 8  inch 
pitch  diameter,  with  sprocket  teeth  cut  to  order,  with  two 


FIG.  92.— THE  SPROCKET 
WHEEL  GEAR. 


FIG.  93. — SIX-PINION 
PLAN. 


bevel  gear  wheels  and  three  pinions,  and  with  sprocket  wheels, 
10  inches  diameter,  with  two  bevel  gear  wheels  and  six  pin- 
ions for  heavv  vehicles.  The  size  and  cut  of  the  sprocket 
wheels,  which  are  fastened  with  screws  to  the  flanges  on  the 
rim,  may  be  varied  to  order. 

In  Fig.  94  are  shown  the  details  in  section  of  a  single 
chain  wheel,  and  in  Fig.  95  the  arrangement  in  section  for  a 
two  chain  wheel.  The  cuts  are  scaled  to  about  one-third  the 
size  of  the  smaller  gear. 


OPERATING    DEVICES   AND    SPEED    GEARS. 


145 


The  bevels,  L  and  C,  are  secured  respectively  to  the  hol- 
low shafts,  N  and  R.  These  shafts,  which  are  independent 
of  each  other,  are  reinforced  by  the  tubing,  W,  which  is  held 
in  place  by  means  of  the  collar,  P.  The  two  bevels  men- 
tioned are  driven  by  three  pinions,  E.  The  cut  illustrates 
only  two  pinions. 

When  the  power  is  applied  to  the  sprocket  wheel,  £,  it  is 


FIG.  94. — SECTION,  SINGLE 
SPROCKET. 


FIG.  95.— DOUBLE 
SPROCKET. 


equally  distributed  to  the  bevel  gears,  C  and  L,  by  means  of 
the  pinion,  E,  and  two  other  similar  ones,  which  pinions  in 
driving  do  not  revolve  on  the  stud,  A.  These  pinions  being 
loose  on  the  stud,  A,  when  one  bevel  offers  more  resistance 
than  the  other  (as  in  the  case  of  the  vehicle  turning  a  cor- 
ner), it  is  obvious  that  the  bevels  can  adjust  themselves 


146  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

according  to  the  resistance  ottered,  the  rubber  tires  are 
therefore  not  injured  by  skidding. 

D  and  E  represent  a  section  of  case  for  holding  the  parts 
together. 

/is  a  triction  sleeve  to  receive  the  brake  band. 

As  can  be  seen  Irom  the  illustration,  the  shaft  is  in  two 
parts,  separated  by  a  collar  that  is  fixed  to  a.  reinforcing 
liner  tube.  When  the  power  is  applied  to  the  sprocket 
wheels  it  is  equally  distributed  to  the  bevel  gears  on  the 
split  shaft  by  means  of  the  interposing  pinions.  When  one 
gear  offers  more  resistance  than  the  other,  as  in  turning  a 
corner,  the  two  gears  can  adjust  themselves  according  to  the 
resistance  offered,  as  the  pinions  are  loose  on  their  studs, 
which  are  the  driving  parts  of  the  gear. 

THE    REEVES    VARIABLE   SPEED    GEAR. 

In  Fig.  96  is  illustrated  the  principles  of  the  variable  speed 

gear  as  made  by  the  Reeves 
Pulley  Company,  Columbus,  In- 
diana, for  motor  vehicles. 

Variable  speed  is  one  of  the 
important  features  in  motor  cy- 
cle design.  Every  motor  cycle 

experimentalist  knows  that  road 

FIG.  06. — VARIABLE   SPEED  ,.  . 

P  conditions   are   constantly  vary- 

ing, and  to  meet  these  ever- 
changing  conditions  it  is  absolutely  essential  to  have  a 
pliable  speed  device.  This  consists  of  two  cones  mounted 
on  the  motor  shaft  and  two  similar  cones  on  the  counter- 
shaft, both  pairs  being  adjustable  laterally  on  their 
respective  shafts  by  the  bar  arrangement  shown  in  the 
diagram,  so  that  when  the  cones  on  the  motor  shaft  are 
close  together  those  on  the  countershaft  are  far  apart  and 


OPERATING   DEVICES   AND   SPEED   GEARS.  147 

vice  versa,  allowing  locked  adjustment  at  all  intermediate 
stages.  The  specially  constructed  belt  runs  between  these 
cones  bearing  upon  the  conical  surfaces  with  the  beveled 
edges  ot  the  belt  only.  When  the  cones  on  the  motor  shaft 
are  forced  together  the  belt  is  therefore  expanded  and 
forced  to  run  on  a  larger  circle  around  the  shaft,  while 
simultaneously  the  cones  on  the  countershaft  are  separated, 
allowing  the  belt  to  contract  so  as  to  run  on  a  smaller  circle 
around  the  countershaft. 

The  belt  is  composed  of  a  series  of  leather  and  iron  strips, 
riveted  on  to  a  rawhide  base,  which  enables  a  powerful  grip 
on  the  edges  without  in  the  least  kinking  the  belt.  The 
central  swivel  bearings  of  the  operating  levers  have  a  screw 
take-up  to  adjust  the  tightness  of  the  belt.  A  double  screw 
shaft,  with  a  sprocket  wheel  and  chain  to  a  hand  wheel, 
enables  the  driver  to  gradually  change  the  speed. 

This  device  is  in  use  on  gasoline  automobiles  built  by  the, 
above  company. 

A   MOTOR   TRICYCLE    GEAR. 

A  very  compact  gasoline  motor  and  two-speed  gear  train 
is  illustrated  in  Fig.  97.  It  is  a  French  design,  made  by 
Dalifol  &  Thomas,  Paris,  France. 

The  main  axle,  motor  and  gear-box  are  bracketed  from 
the  tricycle  frame  shown  across  the  top  of  the  cut. 

The  motor,  A,  is  in  a  vertical  position  and  provided  with 
air-cooling  rib  flanges. 

The  motor-shaft  terminates  in  the  female  portion  of  a 
friction  clutch  B,  the  male  part  of  the  same  B'  being  carried 
on  the  end  of  a  shaft,  O,  in  the  same  line.  On  this  latter 
shaft  are  mounted  two  friction  clutches,  C,  D,  the  male  por- 
tions of  which  C' ,  D' ,  are  controlled  by  a  single  lever,  K,  in 
such  a  way  that  only  one  of  the  clutches  can  be  in  gear  at 
a  time.  For  the  high  gear,  the  two  parts  of  the  clutch,  C, 


148 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


are  brought  into  contact,  the  power  ot  the  motor  being  then 
transmitted  through  the  pinion,  F,  to  the  large  gear  wheel, 
Ej  on  the  tricycle  axle.  For  the  low  gear  the  lever,  K,  is 
pulled  over  to  the  opposite  side,  thus  throwing  out  the 
clutch  C  and  bringing  the  two  parts  of  the  clutch  D  into 
engagement,  and  by  the  same  lever  arm,  K',  the  ratchet 
clutch,  M,  is  locked  to  drive  the  pinion,  /,  for  the  slow  gear 
motion. 

In  this  position  the  power  is  transmitted  to  the  wheel,  JS9 


FIG.  97. — A  TRICYCLE  GEAR. 

through  the  pinions,  G,  H,  /,  and  /.  The  spur  wheels,  F 
and  /,  are  always  in  mesh  with  the  wheel  E,  they  being  so 
arranged  that  as  one  is  driving  the  other  runs  free,  and  vice 
versa.  The  gear  is  entirely  enclosed  in  a  dust-proof  case 
and  the  whole  driving  gear  reduced  to  the  smallest  possible 
space,  with  its  center  of  gravity  at  the  driving  wheel  axle. 


OPERATING   DEVICES   AND   SPEED    GEARS. 


A    FRICTION    CLUTCH    MOTOR    CONNECTION. 


149 


A  very  compact  and  direct  connection  from  a  motor  to 
the  compensating  gear  of  a  vehicle  is  shown  in  Fig.  98.  It 
is  the  subject  of  an  English  patent  and  shows  a  very  com- 
pact arrangement  of  the  operation  of  the  friction  clutch  by 
a  quick  thread-screw  and  lever.  C  is  an  extension  of  the 
motor  crank  shaft,  to  which  is  keyed  the  friction  pulley,  Ty 


FIG.  98. — FRICTION  CLUTCH 
CONNECTION. 

with  a  ball  bearing  at  c  to  counteract  the  thrust  of  the  quick 
screw  X,  which  is  operated  by  the  lever  W.  U  is  the 
matched  friction  pulley  made  fast  on  the  pinion  sleeve,  O, 
with  a  cap  bearing  on  the  thrust-screw  X.  A  small  helical 
spring,  a,  between  the  end  of  the  crank  shaft  and  the  pinion 
sleeve  cap,  pushes  the  clutch  open.  The  pinion  sleeve  is 
feather  keyed  to  the  crank  shaft  C1.  Y  is  a  nut  screwed 
into  the  frame,  V,  forming  a  bearing  for  the  outer  end  of  the 


150 


HORSELESS    VEHICLES   AND    AUTOMOBILES. 


pinion  sleeve  and  for  the  thrust-screw  bearing  thread.  The 
compensating  gear  and  box  is  of  the  usual  construction  and 
well  shown  in  the  cut  without  reference  to  the  lettered 
parts.  It  has  ball  bearings,  as  shown  at  R  R,  and  forms 

part  of  the  driven  axle. 

% 

A    GASOLINE    MOTOR   STARTER. 

In  Fig.  99  is  illustrated  a  starting  device,  designed  and 
made  by  Mr.  Estcourt,  in  England,  for  the  purpose  of  start- 
ing the  motor  by  the  driver  without  leaving  his  seat. 

A  starting  wheel,  B,  with  oblique  saw  teeth,  is  fixed  on 
the  motor  shaft,  A.  A  sprocket  chain  C,  C,  is  wound  on  a 


FIG.  99. — A  MOTOR  STARTER. 

drum  containing  a  coiled  spring.  ZJ,  so  arranged  as  to  rewind 
the  chain  with  a  stop,  /,  so  as  to  allow  it  to  hang  free  from 
the  ratchet  wheel  when  the  finger  loop  at  E  is  dropped  to 
the  eye  in  the  vehicle  floor — G,  is  a  small  sheave  under  the 
floor,  in  which  the  lanyard,  F,  runs — K,  is  a  slotted  plate 
with  flanges,  or  guard,  for  guiding  the  chain.  For  starting, 
the  driver  takes  the  loop,  E,  or  its  handle,  in  hand,  first 
drawing  the  chain  in  contact  with  the  teeth  of  the  wheel, 
makes  a  sudden  pull  to  the  extent  of  the  unwinding  ol  the 
chain,  and  as  suddenly  returns  the  handle  to  the  floor,  when 
the  chain  is  wound  up  by  the  spring,  and  stopped  just  clear 


OPERATING   DEVICES    AND    SPEED    GEARS. 


of  the  sprocket  wheel.   If  the  motor  does  not  start  at  the  first 
effort  it  is  repeated. 


STEERING    WHEEL   GEAR. 


In  Figs.  100  and  101,  we  illustrate  two  of  a  number  of 
designs  for  setting  the  steering  wheels  at  right  angles  to  the 
radius  of  their  respective  curves.  When  a  vehicle  is  in  the 
act  of  rounding  a  curve,  it  is  imperative,  in  order  to  prevent 
side-slip,  that  the  axes  of  all  the  wheels  should  radiate  from 
one  point ;  that  is  to  say,  assuming  the  axis  of  the  rear 
wheels  to  be  fixed,  then  prolongations  of  the  axis  of  the  two 
front  wheels  should  intersect  a  prolongation  of  the  axis  of 
the  rear  wheels  at  one  and  the  same  point,  and  this  should  be 


I  o 


FIG.  100. — STEERING 
GEAR. 


FIG.  101. — BELL  CRANK 
STEERING  GEAR. 


the  case  to  whatever  extent  the  front  wheels  are  turned. 
By  swivelling  the  steering  axle  on  its  central  bearing,  it 
may  readily  be  seen  that  the  axle  is  in  line  with  the  radius 
of  the  curve  that  the  vehic  e  is  moving-  over,  and  that  the 
plane  of  motion  for  each  wheel  is  at  right  angles  to  the 
radius  of  the  curve.  With  this  arrangement  of  the  steering 
gear,  the  wheels  run  perfectly  free  and  do  not  crowd  each 
other  with  side  thrust  and  cause  Iriction. 

When  the  wheel  pivots  are  placed  near  to  or  within  the 
hubs,  the  axle  in  rounding  a  curve,  is  not  parallel  with  the 
radius  of  the  curve,  the  inner  end  taking  a  forward  position 
and  the  outer  end  a  backward  position  from  the  radius  of 


152'  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

the  curve  drawn  through  the  centre  of  the  axle.  It  will  then 
be  readily  perceived  that  the  planes  of  the  wheels  do  not 
coincide  with  the  tangent  of  the  curves  on  which  they  are 
running.  Hence  some  arrangement  of  the  controlling  parts 
must  be  made  to  vary  the  planes  of  the  wheel  to  meet  the 
requirement  of  their  respective  radii.  The  amount  of  angular 
change  in  the  relation  of  the  planes  of  the  wheels  on  a  curve 
depends  upon  the  length  of  the  wheel  base  of  the  vehicle, 
and  increasing  therewith.  In  Fig.  100  is  shown  the  ordin- 
ary method  of  giving  the  wheel  on  the  inner  curve  a  greater 
movement  than  the  one  on  the  outer  curve,  when  a  steering 
lever  is  pivoted  to  any  part  of  the  connecting  link  between 
the  two  pivot  arms,  a,  b.  The  angle  of  the  pivot  arms  with 
the  plane  of  the  wheels  should  vary  somewhat  with  the  width 
of  the  tread,  the  wheel  base,  and  the  radius  of  the  smallest 
curve  allowed  for  the  vehicle  to  turn  upon.  The  usual  prac- 
tice is  about  30°  to  the  plane  of  the  wheel.  With  arms  at 
right  angle  to  the  axle,  as  in  Fig.  101,  with  a  bell  crank  arm 
pivoted  on  the  axle,  the  angle  of  the  bell  crank  should  be 
about  60°,  or  twice  the  angle,  as  in  the  first-mentioned 
arrangement. 

MUFFLERS. 

The  suppression  of  the  noise  from  the  exhaust  of  gasoline 
and  steam  motor  vehicles  has  been  a  matter  of  much  com- 
ment and  experiment,  which  has  resulted  in  a  few  devices 
that  have  so  modified  the  nuisance  to  both  man  and  beast 
as  to  produce  only  a  small  hissing  noise  that  is  scarcely 
noticed  by  equine  sensitiveness.  A  cylinder  of  about  four 
times  the  capacity  of  the  motor  cylinder,  made  of  sheet  iron, 
and  strong  enough  to  sustain  ten  pounds  pressure  per  square 
inch,  is  in  common  use.  It  may  have  two  or  three  perfor- 
ated disks  fastened  within  and  be  covered  with  asbestos  felt 
and  an  outer  covering  of  duck  or  tin.  The  end  of  the  cylin- 


OPERATING    DEVICES   AND    SPEED    GEARS. 


153 


der  opposite  the  exhaust  entrance  should  also  be  perforated 
with  an  aggregate  open  area  equal  to  four  times  the  area  of 
the  exhaust  inlet.  The  exhaust  muffler  box,  or  cylinder,  is 
also  made  to  contain  a  pipe  for  heating  and  vaporizing  the 
gasoline,  or  for  heating  the  charging  air. 

In  Fig.  102  is  illustrated  a  device,  made  of  iron   pipe  and 


FIG.  102. — SINGLE  TUBE  MUFFLER. 

fittings,  which  gives  a  very  free  flow  to  the  exhaust.  The 
exhaust  pipe  terminates  at  the  enlarging  socket.  The  slots 
in  the  pipe  are  cut  in  a  milling  machine  as  thin  as  prac- 
ticable, and  the  cap  may  be  also  slotted  or  drilled,  giving 
a  total  area  of  four  or  more  times  the  area  of  the  exhaust 
pipe. 

Another  form  in  which   the  final  exit  of  the  exhaust  may 


O°o0o0o0o0o0o0o°o 

O         OOC5OOOO 


FIG.  103. — DOUBLE  TUBE  MUFFLER. 

terminate    close    to    the  ground  is  also  in  use  and  has  its 
advantages.     It  is  shown  in  section,  Fig    103. 

A  tube  or  iron  pipe  one  size  larger  than  the  exhaust  pipe 
may  be  drilled  with  holes  equal  to  four  or  more  times  the 
area  of  the  exhaust  pipe  and  closed  with  a  cap  or  welded  up 
at  the  end.  An  expanding  socket  tapped  through  will  allow 


154  HORSELESS   VEHICLES   AND    AUTOMOBILES. 

of  a  larger  pipe  being  screwed  therein  to  direct  the  final 
exit  of  the  exhaust  down  to  so  near  the  ground  as  to  make 
it  unobservable.  If  such  a  pipe  is  attached  to  the  cylindrical 
muffler  first  described  the  exhaust  may  be  made  practically 
noiseless. 


Chapter  X. 
MOTIVE    POWER   AND    RUNNING   GEAR. 

THE    TWO    CYCLE    GASOLINE    MOTOR — RUNNING    GEAR    OF   A 
FRENCH    GASOLINE    CARRIAGE— NOVEL  CYLINDER  COOL- 
ING DEVICE — GASOLINE  VEHICLE  MOTORS — STRAIGHT 
LINE   DUPLEX   MOTOR — CREST  DUPLEX  MOTOR — 
OTHER   MAKES   OF  VEHICLE   MOTORS. 


CHAPTER  X. 

MOTIVE   POWER  AND    RUNNING   GEAR. 
THE  "YALE  "  TWO  CYCLE  GASOLINE  MOTOR. 

In  Fig.  104  is  illustrated  the  motor  made  by  the  Denison 
Electric  Engineering  Company,  New  Haven,  Conn. 

The  motor  is  shown  in  parts  that  its  construction  may  be 
more  readily  seen  and  described.  They  are  built  in  suitable 
sizes  for  automobile,  stationary  and  marine  work.  The 
sizes  at  present  are  a  3^  horse  power,  with  single  cylinder, 
4f  inches  diameter,  6  inches  stroke.  A  4  horse  power, 
with  double  cylinder,  4-inch  di-am.,  4^-inch  stroke,  also 
double  and  .triple  cylinder  motors  of  the  first  named 
size.  This  company  also  furnish  blue  prints  of  these 
motors  and  pirtsin  detail,  suitable  for  working  drawings. 

The  crank  shaft  is  forged  from  the  solid,  and  counter-bal- 
anced, is  shown  to  the  right ;  against  it  rests  the  rotary  valve 
plate,  M,  which  in  use  slips  over  the  end  of  the  crank  shaft 
and  fits  loosely  on  a  boss  made  to  receive  it.  The  plate,  Mt 
is  driven  positively  by  the  small  pin,  R,  shown  on  the  left 
hand  crank  throw,  and  is  spring-seated  on  the  crank  case 
cover,  C,  shown  at  left  of  fly  wheel.  As  the  crank  revolves 
(in  a  spray  of  oil  which  gives  perfect  lubrication  to  all  the 
moving  parts),  this  plate,  M,  opens  and  closes  the  suction 
port,  S,  and  transfer  port,  A,  with  absolute  certainty,  and 
also  preventing  the  charge  while  being  compressed  in  the 


158  HORSELESS   VEHICLES    AND    AUTOMOBILES. 


MOTIVE    POWER   AND    RUNNING    GEAR.  159 

base,  from  blowing  up  the  transfer  pipe  and  around  the  sides 
of  the  piston,  and  out  of  the  exhaust  port,  as  the  packing 
rings  on  the  bottom  of  the  piston  cannot  prevent  this  side 
leak.  As  soon  as  a  piston  wears  even  a  small  amount,  this 
leakage  is  bound  to  take  place,  and  is  sure  to  produce  loss 
rof  power,  and  even  prevent  the  engine  from  running  unless 
provision  is  made  for  preventing  it.  The  rotary  valve,  M,  is 
subjected  to  only  nominal  wear,  as  the  compression  in  the 
crank  case  does  not  exceed  fifteen  pounds,  and  only  the  cold 
charge  and  oil  come  in  contact  with  it.  The  valve,  M,  also 
is  so  arranged  that  it  makes  a  perfect  seat,  and  would  con- 
tinue to  do  so  even  should  the  crank  shaft  wear  badly  out  of 
line.  The  remainder  of  the  parts  hardly  call  for  further 
explanation.  One  feature  of  very  great  importance,  how- 
ever— the  constant  down-thrust — is  in  marked  contrast  to 
engines  of  the  four-cycle  type.  In  four-cycle  engines  the 
slightest  lost  motion  in  the  connecting  rod  or  bearings 
requires  instant  adjustment,  otherwise  the  engine  will  pound 
itself,  while  in  this  engine,  the  thrust  always  being  down, 
will  not  pound,  and  no  damage  will  result  even  after  parts 
and  bearings  are  badly  worn.  Stuffing  boxes  are  provided 
at  the  ends  of  bearings  or  baffle  rings  on  the  crank  shaft,  so 
the  charge  cannot  leak  out,  no  matter  how  much  the  bearing 
and  shaft  should  wear. 

The  system  of  vaporization  consists  essentially  of  a  supply 
tank,  which  is  somewhat  lower  than  the  vaporizing  recep- 
tacle, and  a  gasoline  circulating  pump,  which,  while  the 
engine  is  running,  pumps  a  small  amount  of  gasoline  into 
the  receptacle  which  is  attached  to  the  air  suction  pipe.  In 
order  to  make  this  reliable,  the  pump  pumps  faster  than 
the  gasoline  is  used,  the  surplus  flowing  back  into  the  tank. 
This  results  in  an  absolutely  even  height  of  gasoline  in 
receptacle,  irrespective  of  vibration,  and,  as  there  are  no 


l6o  HORSELESS  VEHICLES   AND   AUTOMOBILES. 

valves  in  this  receptacle,  there  is  nothing  to  get  out  of 
order. 

The  air  is  drawn  into  the  suction  pipe  through  openings, 
and  siphons  up  the  exact  amount  of  gasoline,  which  is 
adjusted  by  a  micrometer  screw,  and  one  adjustment  only, 
is  necessary  for  a  given  engine. 

The  speed  of  the  engine  is  controlled  by  two  throttling 
valves  on  one  stem,  operated  by  a  hand  lever.  These  valves 
so  adjust  the  flow  of  air  that  the  proper  amount  of  gasoline 
is  siphoned  up  so  as  to  make  a  perfect  explosive  mixture 
under  all  conditions,  whether  light  or  heavy  explosions,  slow 
or  full  speed,  hot,  cold,  damp  or  foggy  weather.  No  change 
or  adjustment  is  required  from  summer  to  winter  running, 
as  the  explosive  mixture  is  further  mixed  and  also  warmed, 
by  the  violent  agitation  it  receives  at  the  crank  case,  pre- 
vious to  its  transfer  to  top  side  of  piston,  and  subsequent 
compression  before  the  explosion  takes  place.  This  method 
admits  of  the  use  of  less  volatile  and  cheaper  grades  of  gaso- 
line than  can  be  employed  where  the  carbureting  system 
is  used. 

The  sparker  is  of  the  make  and  break  type,  with  an  adjust- 
able and  instantaneous  snap  motion,  which  is  worked  from 
the  outside  of  the  cylinder  by  a  connection  from  the  eccen- 
tric which  operates  the  gasoline  and  water  circulating 
pumps.  This  type  of  sparker  is  found  to  be  the  most  dur- 
able, the  least  liable  to  become  over-heated,  and  the  most 
economical  of  current.  The  adjustment  or  timing  of  the 
spark  can  be  regulated  to  a  nicety,  while  the  engine  is  run- 
ning;  a  convenience  when  engines  are  being  adjusted  to 
some  special  class  of  work,  as  the  timing  of  the  spark  is  a  very 
important  item  in  the  efficiency  and  in  speeding  the  engine. 
The  sparker  is  so  economical  of  current  that  almost  any 
form  of  battery  will  answer ;  a  good  dry  battery,  or  Samp- 


MOTIVE   POWER   AND    RUNNING  GEAR. 


161 


son  Batteries  give  excellent  results,  although  we  recommend 
the  Edison  Lalande  Battery  as  more  durable  and  satisfac- 
tory in  the  long  run. 

RUNNING    GEAR    OP*   A    FRENCH    GASOLINE    CARRIAGE. 

In  Fig.  105  is  illustrated  the  carriage  gear  made  by  Ches- 
nay,  De  Falletane  &  Co.,  Dijon,  France.  The  motor  is  of 
the  air-cooled  type,  and  set  vertically  in  the  fore  box,  which 
is  also  used  as  a  seat. 


FIG.  105. — THE  MOTOR  VOITURETTE. 

In  addition  to  the  rib  flanges,  the  sprinkling  cylinder  cool- 
ing device,  illustrated  in  Fig.  106,  is  used,  and  which  also 
illustrates  the  vaporizing  and  air-mixing  device.  In  the 
transmission  mechanism  four  speeds  are  provided.  The 
motor  shaft  is  pinioned  to  a  counter  shaft,  on  which  is 
mounted  a  four  step  cone  pulley,  connected  by  a  single  belt 
to  a  similar  pulley  on  a  second  counter  shaft.  A  belt-tight- 
ening pulley  is  controlled  by  a  foot  pedal.  The  difficulty  of 
shifting  the  belt  on  step  cone  pulleys  is  overcome  by  coning 
the  steps,  so  that  the  shifting  fork  will  carry  the  belt  from 


l62  HORSELESS    VEHICLES   AND    AUTOMOBILES. 

one  step  to  another  with  ease.  As  the  tightening  pulley  is 
let  go,  the  slack  in  the  belt  allows  it  to  readily  follow  the 
shifting  fork  without  strain. 

From  the  counter  shaft  the  power  is  transmitted  by 
sprockets  and  chain  to  the  rear  axle,  which  is  provided  with 
a  compensating  gear.  A  friction  clutch  in  the  second  coun- 
ter shaft  pulley  is  operated  by  a  toggle  joint  link  arid  the 
lever  handle  at  A,  at  the  side  of  the  seat;  its  further  move- 
ment operates  a  band  brake  on  the  second  counter  shaft.  A 
band  brake  on  the  driving  axle  at  the  side  of  the  sprocket  is 
operated  by  the  foot  pedal  at  C.  At  K  is  the  handles  of  the 
cylinder  relief  cock,  and  the  index  handle  at  H,  sets  the 
vapor  and  air  mixer  at  G,  as  illustrated  in  the  cut  of  the 

cylinder  cooling  device,  Fig.  106. 

• 

NOVEL   CYLINDER   COOLING   DEVICE. 

In  Fig.  106  is  shown  the  method  of  cylinder  cooling 
devised  by  the  Borguignonne  Automobile  Company,  of 
Dijon,  France.  By  this  arrangement  a  three  horse-power 
motor  could  be  kept  sufficiently  cool  by  the  use  of  less  than 
a  gallon  of  water  for  a  2oo-mile  run,  thus  largely  reducing 
the  weight  of  water  otherwise  stored  in  tanks  and  air- 
cooled  coils.  The  cut  shows  the  relative  conditions  of  the 
system  of  using  the  heat  of  the  exhaust  for  vaporizing  the 
gasoline,  and  at  the  same  time  for  producing  pressure  in 
the  water  tank  to  make  an  intermittent  forced  spray  upon 
the  wing  flanges  of  the  cylinder.  In  operation,  the  exhaust 
passes  from  the  cylinder  through  the  pipe,  B,  to  the  muffler 
tank,  <9,  and  from  the  opposite  end  turns  down  towards  the 
ground.  The  pressure  in  the  exhaust  pipe  is  sufficient  to 
force  part  of  the  exhaust  through  the  small  pipe,  D,  to  the 
vaporizer  at  B,  and  using  part  of  the  heat  of  the  exhaust  at 
Fto  keep  up  the  temperature  in  the  vaporizer  and  transmit 


MOTIVE   POWER   AND    RUNNING   GEAR.  163 

a  modified  pressure  to  the  water  tank,  H,  through  the  small 
pipe,  y.  A  double-barrelled  cock,  at  G,  acting  as  a  diluter, 
is  operated  by  the  driver  through  two  levers  and  link  rods, 
which  regulates  the  quantity  and  proportion  of  air  and 
vapor. 

The  pressure  of  the  exhaust  in  the  water-tank,  at '  H, 
which  is  located  so  that  the  water  will  not  siphon  over 
through  the  spray  pipes,  produces  a  spray  flow  with  each 
exhaust  through  the  nozzles  at  Fand  W,  so  distributed  that 
the  water  will  flow  over  the  surface  of  the  wing  flanges. 


FIG.  106. — CYLINDER  COOLER. 

It  is  now  well  understood  that  the  greatest  economy  and 
power  in  explosive  motors  is  not  derived  from  excessively 
cool  cylinders,  but  better  working  effect  and  increased 
power  can  be  obtained  with  cylinder  temperatures  near  to 
the  water-boiling  point. 

GASOLINE   VEHICLE   MOTORS. 

The  Lowell  Model  Company,  Lowell,  Massachusetts,  man- 
ufacture small  gasoline  motors  for  tricycles  and  very  light 
carriages.  Fig.  107  is  their  three-quarter  actual  horse-power 
motor,  which  is  of  the  two  cycle  compression  type,  having 
an  impulse  at  each  revolution  and  is  reversible.  The  cylin- 


164 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


der,  which  is  of  the  ribbed  or  air-cooled  type,  is  contained 
in  one  casting  with  the  crank  chamber,  three-inch  diameter 
by  three-inch  stroke  of  piston  ;  extreme  height,  14  inches  ; 

width  over  bearings,  8^  inches  ; 
length  of  shaft,  12  inches  ;  weight, 
without  fly-wheel,  46  pounds.  If 
extreme  lightness  is  required,  alu- 
minum is  used  in  some  of  the 
parts,  reducing  the  weight  of  the 
motor  to  26  pounds,  which  is  a 
desirable  weight  for  bicycles  and 
tricycles.  A  close  regulation  of 
speed  is  obtained  by  a  specially 
devised  valve  in  the  transfer  port, 
the  handle  of  which  is  shown  on 
the  left  of  the  cylinder  in  the  cut. 
Lugs  cast  on  the  crank  chamber 
allow  the  motor  to  be  attached  in  any  desired  position  on  a 
vehicle.  Ignition  is  electric  and  its  device  is  fitted  for 
either  the  jump  spark  or  a  sparking  coil,  as  desired. 


I07. — 3^  H.  P.  MOTOR. 


FIG.  108. — THE  MARINE  MOTOR. 


A  specially  devised  mixing  valve  is  used  by  which  the 
gasoline  is  atomized  and  vaporized  to  obtain  the  best  results 
with  variable  charges  for  speed. 


MOTIVE    POWER   AND    RUNNING   GEAR.  165 

The  company  also  iurnish  these  motors  with  extended 
shafts  (Fig.  108)  for  boats  of  light  build  from  12  to  14  feet 
long.  When  used  for  that  purpose  they  are  fitted  with  a 
base,  thrust  collar  and  wheel.  They  also  furnish  other 
sizes,  with  single  and  double  cylinders,  up  to  six  horse 
power. 

THE  STRAIGHT    LINE   DUPLEX    MOTOR. 

Fig.  109  illustrates  a  form  of  gasoline  four  cycle  motor  of 
French  origin,  and  now  adopted,  with  modifications,  in  Eng- 
land and  the  United  States  by  a  number  of  motor  carriage 
builders.  The  cylinders  are  offset  just  enough  to  allow  of  a 
double  crank  at  180°,  so  that  ignition  may  take  place  at  the 
same  instant,  thus  almost 
entirely  eliminating  vibra- 
tion ;  or  ignition  may  be 
made  alternately  with  a  two 
cycle  effect. 

The    cylinders    are    air- 
cooled  by  radial  ribs,  which 

are  found   efficient   on   the 

FIG.  109. — THE  STRAIGHT  LINE 
smaller    sized     motors    for  DUPLEX  MoTQR 

carriages     and     tricycles. 

The  Crest  Manufacturing  Company,  Dorchester,  Massachu- 
setts, are  building  motors  similar  to  this  pattern  with  modi- 
fied details  for  carriage  and  cycle  builders. 

To  prevent  an  explosive  engine  from  vibrating,  it  is  not 
only  necessary  to  perfectly  balance  all  moving  parts,  but 
also  to  balance  the  explosive  impulses.  It  is  a  well-known 
law  of  mechanics  that  "  action  and  reaction  are  equal  and 
opposite."  When  firing  a  gun  the  explosive  force  tends  to 
propel  it  in  the  opposite  direction  to  the  projectile.  The 
same  action  applies  to  the  explosive  engine ;  the  force  of  the 
impulse  tends  to  throw  the  cylinder  and  bed  in  the  opposite 


l66  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

way  to  that  which  propels  the  piston,  and  to  cause  it 
to  kick  or  vibrate,  imparting  the  motion  to  the  car- 
riage in  which  it  is  fixed.  Now,  if  two  cylinders  be  tied 
together  with  forward  ends  towards  each  other  and  oppo- 
site, an  equal  explosion  taking  place  in  each  cylinder  simul- 
taneously, moving  the  pistons  to  meet  each  other,  there  will 
obviously  be  no  kick  or  reaction  of  the  cylinders  and  body 
of  engine,  because  the  impulse  in  one  will  be  counteracted 
by  the  impulse  of  the  other,  but  the  impulses  must  be  equal 
and  take  place  exactly  together. 

THE   CREST   DUPLEX   MOTOR. 

The  straight  line  duplex  gasoline   motor,  made   by  the 
Crest  Manufacturing  Company,  Dorchester,  Massachusetts, 


FIG.  IIO.T-THE  DUPLEX  MOTOR. 

is  illustrated  in  Fig.  no.  It  is  a  well  designed  motor  for 
carriages,  weighing  less  than  92  pounds,  and  develops  nearly 
4  horse  power.  They  also  furnish  a  2i-horse  power  motor 
for  tricycles. 

This  motor  is  air-cooled  by  convection  ribs  on  cylinders 
and  valve  chests  ;  is  crank  balanced,  and  is  of  the  four  cycle 
type,  giving  a  crank  impulse  at  every  revolution. 

The  electric  ignition  is  so  arranged  that  a  large  variation 
in  speed  may  be  made  by  deferred  sparking,  and  a  division 
of  power  also  may  be  made  by  the  ignition  in  one  cylinder 


MOTIVE  POWER  AND   RUNNING  GEAR. 


I67 


only,  which  makes  this  a  very  desirable  motor  for  auto- 
mobile vehicle  power. 

This  company  furnish  drawings  for  complete  running  and 
power  gear  to  customers  preferring  to  assemble  their  own 
vehicles.  They  furnish  the  motor,  induction  coil,  battery, 
vaporizer  and  muffler,  with  plans  and  instructions  for  light 
carriages  of  the  runabout  style  that  are  suited  to  the  wants 
of  carriage  builders  or  amateurs. 

We  illustrate  the  method  of  attaching  the  motor  in  Figs. 
in,  112  and  113  fora  two-seated  tricycle  and  a  buggy  or 
runabout. 


FIG.  in. — THE  TRICYCLE  DESIGN. 

The  cut  of  tricycle  shown  is  the  easiest  and  cheapest  to 
construct,  and  it  has  but  three  wheels,  has  no  differential 
gear,  and  the  frame  is  of  the  most  simple  character. 

The  frame  is  of  steel  pipe,  i^  inches  diameter,  No.  12 
gauge;  front  axle,  i£  inches  diameter,  12  guage,  reinforced. 
The  under  brace  is  f-inch  rod,  solid  steel.  The  motor  is 
attached  direct  to  the  driving  wheel.  There  are  two  seats, 
one  behind  the  other ;  there  being  less  air  resistance  on  this 
account. 

The  duplex  4  horse  power  will  give  all  the  power  required 
for  these  types  of  vehicles. 

The  frame  work  of  a  carriage  is  built  of  steel  tubing,  ij 


1 68  HORSELESS   VEHICLES   AND   AUTOMOBILES. 


FIG.  112. — THE  RUNABOUT  DESIGN. 


FIG.  113. — REAR  VIEW. 


MOTIVE    POWER   AND    RUNNING    GEAR. 


169 


inches  in  diameter,  using-  No.  12  gauge.  All  joints  should 
be  pinned  and  brazed.  Girder  construction  should  be  used, 
as  it  is  well  known  that  this  method  secures  the  greatest 
strength,  with  the  least  weight  of  material,  and  it  is  the 


FIG.  114. 


H.  P.  MOTOR. 


cheapest  and  simplest  to  manufacture.  The  frame  can  be 
reinforced  at  any  point  by  cores  of  wood.  All  the  diagonal 
and  short  braces  are  J-inch  steel  tubing,  18  gauge.  The 
rear  axle  should  have  all  bearings  of  either  the  roller  or  ball 


I/O  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

type  of  the  most  approved  construction.  The  differential 
gear  should  be  so  constructed  that  a  band  brake  can  be  used. 
The  two  main  braces  are  constructed  of  ash  or  hickory. 

The  wheels  should  be  either  metal  or  wood  rims,  steel 
spokes,  28  inches  in  diameter,  with  2-inch  or  2^-inch  pneu- 
matic tires.  This  is  the  standard  wheel  for  the  light  auto- 
mobile, and  can  now  be  purchased  from  various  dealers  in 
automobile  supplies. 

The  Crest  Manufacturing  Company  also  build  a  single 
cylinder,  2^-horse  power  motor,  to  be  set  in  a  vertical  posi- 
tion, and  designed  on  the  same  lines  of  construction  as  the 
Duplex,  that  is  well  adapted  for  tricycles  or  very  light 
vehicles. 

This  is  illustrated  in  Fig.  1 14.  It  will  be  noticed  that 
both  the  duplex  and  the  single  motors  have  their  cylin- 
ders, cylinder  heads  and  crank  chambers  put  together  with 
four  through  bolts,  which  is  a  great  convenience  in  separa- 
ting the  parts  for  cleaning  or  repairs,  as  also  contributing 
largely  to  the  lightness  of  construction  so  desirable  in  the 
motors  for  carriages. 

VEHICLE    MOTORS   OF   THE   QUICK    MANUFACTURING   COMPANY, 
PATERSON,    N.  J. 

In  Fig.  115  is  illustrated  the  phaeton  of  this  company,  and 
in  Fig.  1 16  the  gasoline  duplex  motor,  which  is  water  jack- 
eted,  of  the  four  cycle  type,  placed  horizontally,  having  lugs, 
as  shown,  to  attach  it  easily  to  the  frame  of  the  vehicle.  The 
valves  are  operated  by  cams  on  a  shaft  across  the  cylinder 
heads,  which  is  rotated  at  half  speed  by  a  chain  from  a 
sprocket  wheel  on  the  crank  shaft.  The  spark-igniting 
device  is  operated  by  miter  gears  on  the  valve  shaft. 

The  two-cylinder  motor  is  of  four  brake  horse  power  at 
700  revolutions  per  minute. 


MOTIVE   POWER  AND    RUNNING   GEAR. 


171 


W 
JO 


•172 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


Its  dimensions,  as  shown  in  Fig.  1 16,  are  27^  inches  long,  18 
inches  wide  by  4  inches  high,  and  weighs  249  pounds,  and 
has  an  enclosed  crank  chamber. 


w 


o 

fi 


This  company  build  the  motors  and  entire  motor  equip- 
ment for  parties  who  desire  to  assemble  their  own  motor 
carriage. 


Chapter  XL 
AUTOMOBILE   BICYCLES   AND   TRICYCLES. 

THE    AUTOMOBILE    BICYCLE — THE    GASOLINE    MOTOR    BICY- 
CLE— THE   BOLLEE   GASOLINE  TRICYCLE— THE  PY  MOTOR 
TRICYCLE — THE  ARIEL    MOTOR    QUADRICYCLE — THE 
AUTOMOBILE    FORE     CARRIAGE — THE    PENNING- 
TON    MOTOR    TRICYCLE — THE    PENNINGTON 
RACING  TRICYCLE — THE    DE  DION-BOU 
TON  TRICYCLE — THE  ORIENT  QUAD- 
RICYCLE,  TRICYCLE    AND    TAN- 
DEM— THE     CANDA     AUTO- 
QUADRICYCLE. 


CHAPTER     XL 

AUTOMOBILE   BICYCLES   AND   TRICYCLES. 
THE   AUTOMOBILE   BICYCLE. 

In  Figs.  117  to  120  are  represented  one  of  the  German 
gasoline  motor  bicycles,  made  by  Wolfmuller  &  Geisenhof, 
Munich,  Germany.  A  large  number  of  bicycles  of  this  type 
are  in  use  in  Germany  and  France.  In  ordinary  appearance 
it  is  that  of  an  ordinary  wheel  of  the  lady's  type,  with 
exaggerated  dimensions.  Upon  looking  at  it,  the  eye  is 
struck  by  two  peculiarities.  The  hind  wheel  is  not,  like  the 
front  one,  mounted  with  spokes,  but  is  solid  and  formed  of 
two  disks ;  and  the  machine  is  lower  than  ordinary  models. 
This  peculiarity  is  justified  by  the  resistance  that  it  is  neces- 
sary to  give  a  wheel,  light  upon  the  whole,  that  is  actuated 
by  two  pistons  which  sometimes  furnish  as  high  as  2  horse 
power.  So  the  rider,  seated  on  the  saddle  and  his  two  feet 
placed  at  the  sides  of  the  frame  upon  stationary  stirrups, 
has  only  to  stretch  out  his  legs  to  find  the  ground. 

The  steering  is  done  as  in  the  ordinary  bicycle,  and  with 
so  much  the  more  ease  and  fewer  chances  of  sliding,  in 
that  the  center  of  gravity  of  the  apparatus  is  placed  much 
lower  than  usual.  The  total  weight  of  the  vehicle  is,  never- 
theless, not  great,  since,  when  ready  to  operate  for  long 
stretches,  it  does  not  exceed  1 10  pounds.  The  speed  is 
easily  regulated  at  from  3  to  24  miles  an  hour  by  means  of  a 


1 76 


HORSELESS   VEHICLES   AND    AUTOMOBILES. 


button  placed  under  the  thumb  of  the  rider ;  the  noise  and 
odor  of  the  motor  are  almost  nil ;  powerful  brakes  render 
the  cyclist  always  master  of  his  machine,  even  in  the  steepest 
descents,  and  that,  finally,  so  many  valuable  improvements 
are  united  in  this  vehicle,  which  has  not  yet  reached  its  per- 
fection, that  it  is  bound  to  meet  with  success. 

If  we  remove  the  covering  plates  from  this  bicycle,  we 
first  come  across  (Fig.  118)  quite  a  complicated  mechanical 


FIG.  117. — THE  GASOLINE  MOTOR  BICYCLE. 

apparatus,  the  too  numerous  details  of  which  we  have  sim- 
plified for  the  clearness  of  description.  The  frame  of  the 
machine  is  formed  of  eight  tubes,  four  on  each  side  (CD, 
D E,  FG,  G  H,  for  example,  on  the  right  side)  connected  by 
various  crosspieces  (such  as  G D  and  EH}  that  consolidate 
them.  These  tubes  are  brazed  together  as  in  bicycle  con- 
struction, and  are  assembled  by  sockets,  D,  G,  etc.,  in  a  tight 
manner,  since  they  communicate  with  one  another  and 
serve  for  the  circulation  either  of  the  water  necessary  for 
the  cooling  of  the  cylinders  or  of  the  oil  to  reduce  friction. 


AUTOMOBILE   BICYCLES   AND   TRICYCLES. 


177 


The  wheels  are  provided  with  pneumatic  tires.  The  steer- 
ing wheel,  B,  oscillates  as  usual  around  the  axis,  C F.  The 
driving  wheel,  A,  whose  center  is  at  /,  is  provided  with  a 


FIG.  118. — VERTICAL  VIEW. 

firmly  fixed  cam,  K,  the  use  of  which  we  shall  see  further 
along. 

All  the  essential  parts  are  placed  in  the  interior  of  the 
frame  and  are,  consequently,  protected  against  damages 
caused  by  a  collision,  fall,  etc. 

The  gasoline  reservoir,  J/,  is  located  behind  the  head  of 
the  bicycle,  and  may  be  filled  through  the  capped  hole,  m, 


FIG.  119.— PLAN. 

Details  of  the  parts.  Side  and  plan  views.  A,  driving  wheel ;  B,  steering  wheel ;  C,  Z>, 
J5,  F,  G,  H,  frame  tubes  ;  M,  gasoline  reservoir  ;  JV,  evaporator ;  O,  valve  box  ;  P,  lamp 
and  ignition  chamber ;  /,  ignition  tube  ;  ft,  water  reservoir ;  S,  cock  for  regulating  the 
entrance  of  gasoline  into  the  evaporator  ;  7",  funnel  of  the  evaporator ;  17,  regulator  of 
water  for  cooling  the  cylinders  ;  V,  distributing  mechanism  ;  W,  cylinders ;  IJ,  con- 
necting rod  ,  K,  cam  ;  K1 ,  roller  ;  K" ,  valve  rod  ;  £,  piston  rod. 


1/8  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

with  a  quantity  of  liquid  sufficient  for  120  miles.  The  gaso- 
line falls,  drop  by  drop,  into  the  evaporator,  N,  in  passing 
through  the  cock,  S,  and  the  funnel,  /.  Through  a  simple 
mechanism,  shown  in  Fig.  120  (4),  the  gas  mixed  with  air  in 
proper  proportions  enters  the  ignition  chamber  through  the 
valves,  O. 

A  lamp,  P,  which  continually  keeps  at  a  red  heat  a  small 
platinum  tube,  /,  placed  above  the  flame,  produces  the 
explosion  of  the  detonating  mixture.  The  piston  is  thus 


FIG.  120.— MECHANISM  OF  THE  BICYCLE. 

(4). — Details  of  the  evaporator — partial  section  :  /,  funnel  for  entrance  of  gas  ;  a,  a' ,  etc., 
gauze  for  accelerating  evaporation  ;  £,  £',  tubes  for  entrance  of  the  air  ;  c,  piston  for 
admitting  the  mixture  into  the  valve  box  ;  d,  its  rod.  (5).— Details  of  the  distributing 
mechanism  :  K" ',  extremity  of  the  actuating  rod  ;  r,  /,  levers ;  /,  r',  r,"  joints  ;  s, 
spiral  spring ;  w.  w,f  supports  of  the  spring;  n,  nf,  stop  block  •.  (6). — Details  of  the 
various  valves  :  z>»,  v*,  ignition  valves  ;  v3,  suction  valve  ;  v 4,  v5,  emission  valves  ;  v 6, 
air  valve. 

driven  in  the  cylinder,  W,  and  actuates  the  rod,  LJ,  which  is 
aided  in  its  return  motion  by  a  powerful  rubber  spring,  EJ. 
As  may  be  seen,  the  principle  is  not  new,  the  details  of  its 
application  alone  possessing  a  real  originality.  The  govern- 
ing of  the  motor  is,  in  fact,  put  at  the  disposal  of  the  rider, 
in  a  very  simple  and  certain  manner.  To  the  handle  bar,  to 


AUTOMOBILE   BICYCLES   AND   TRICYCLES.  1/9 

the  right,  at  the  level  of  the  thumb,  is  fixed  a  threaded  piece, 
<2,  which  controls  a  cord  running  upon  pulleys  and  con- 
nected with  the  cock  that  regulates  the  flow  of  the  gasoline, 
the  valve  that  admits  the  gas  into  the  ignition  chamber,  and, 
at  U,  with  the  valve  that  allows  water  to  flow  from  the 
reservoir,  R,  for  cooling  purposes.  The  opening  or  closing 
of  these  parts  can  be  done  gradually  by  the  progressive 
screwing  up  or  unscrewing  of  the  threaded  nut.  The  rider 
thus  gradually  accelerates  or  slackens  the  speed  of  his 
machine  ;  but  a  sudden  stoppage  can  also  be  effected  through 
the  freeing  of  a  spring  arranged  around  the  regulating  piece, 
and  which,  allowing  it  instantaneously  to  fall  to  the  end  of 
its  threading,  closes  all  the  communications  at  the  same 
time. 

The  most  important  control  given  to  this  handle-bar  piece 
is  that  of  the  entrance  and  exit  of  the  evaporator,  jV(Fig.  1 18). 
The  latter  is  thus  named  because  the  gasoline  falling  drop 
by  drop  through  the  funnel,  /,  evaporates  therein.  A  suc- 
cession of  gauze  sieves,  a,  a',  placed  one  above  another  in 
the  cylinder,  offers  therein  the  greatest  surface  of  evapora- 
tion possible.  The  external  air  which,  through  its  mixture 
with  the  gas,  is  to  produce  the  detonating  mixture,  enters 
the  cylinder  through  a  capsule  that  prevents  the  suction  of 
impurities  and  dust.  The  admission  of  the  mixture  into  the 
valve  chamber,  is  regulated  by  the  piston,  c,  whose  rod,  d, 
is  placed,  like  the  gasoline  cock,  under  the  control  of  the 
rider.  If,  then,  the  latter  completely  closes  the  cock,  he 
thus  also  closes  the  admission  tube  at  the  same  time.  The 
gasoline  ceases  to  fall  upon  the  gauzes,  and  the  mixture  to 
enter  the  ignition  chamber,  and  conversely. 

We  have  seen  how  the  production  of  the  mixture  is 
obtained  and  rendered  regular,  and  it  now  remains  for  us  to 
remark  how  the  mechanism  of  its  distribution  is  made.  The 


180  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

ingenious  mechanism  here  employed  is  designed  to  open 
the  two  admission  valves  at  once,  at  the  moment  desired, 
and  by  the  use  of  a  single  lever.  The  cam,  K  (Figs.  1 18  and 
119),  fixed  upon  the  disk  wheel,  A,  and  carried  along  in  its 
revolution,  trees,  in  passing,  the  roller,  K' ,  mounted  upon  a 
guide  block  that  transmits  motion  to  the  valve  rod.  It 
is  this  rod  that,  at  V,  actuates  the  distributing  mechanism, 
which  it  is  impossible  to  represent  in  Fig.  118,  and  the  prin- 
cipal details  of  which  are  shown  in  Fig.  120  (5  and  6).  This 
mechanism  is  installed  upon  a  plate  that  forms  a  cover  for 
the  cooling  box  of  the  cylinders.  It  is  constructed  as  fol- 
lows: The  extremity  of  the  rod,  K",  is  jointed  at  r'  with  a 
lever,  r,  that  oscillates  around  the  fixed  point,  /,  and  is  con- 
tinuously brought  back  to  its  normal  position  by  a  spring,  S, 
as  soon  as  the  passage  of  the  cam,  K,  over  the  roller,  K",  has 
made  it  lose  it. 

The  extremity  of  this  lever,  r,  is  jointed  at  r"  to  another 
lever,  /,  whose  extremity  commands,  at  / ' ,  the  valves  repre- 
sented in  Fig.  1 20  (6).  At  about  its  center,  the  lever  tf  (5),  is 
jointed  again  to  a  crosshead,  m,  and  held  upon  it  with  hard 
friction  by  two  spiral  springs.  This  head  engages  with  the 
blocks,  n  and  »',  which  are  provided  with  corresponding 
notches.  The  central  part  of  the  lever,  /,  is  thrust  alter- 
nately against  w  and  w' .  On  another  hand,  the  levers,  t' 
(6)  carry  at  their  extremity  another  small  lever,  t",  which 
controls  the  valves,  v^  and  z>3,  leading  to  the  ignition 
chamber.  Owing  to  this  arrangement,  the  lever,  t,  of  one 
of  the  cylinders  causes,  at  the  same  time,  the  ignition  in  the 
conjoined  cylinder. 

If  now,  we  suppose  that  the  cam,  K,  carries  along  the  rod, 
K",  it  will  be  seen  that  the  lever,  t,  will  recoil  and  carry 
with  it  one  of  the  levers,  tf.  The  crosshead,  m,  engages  at 
the  same  time  with  the  block,  »,  and  compresses  the 


AUTOMOBILE   BICYCLES  AND   TRICYCLES.  l8l 

spiral  spring  which  is  located  behind  the  piece,  w.  But  as 
soon  as  the  spring,  5,  acts,  it  brings  the  lever,  /,  to  the  front 
and  causes  the  head,  m,  to  engage  at  n,  carrying  with  it  the 
second  lever,  tt ',  and  reciprocally. 

These  points  in  the  operation  of  the  various  parts  are  bet 
ter  shown  in  the  following  cuts  (Figs.  121  to  126): 

THE    GASOLINE   MOTOR    BICYCLE. 

In  Fig.  121  is  illustrated  a  side  view  and  partial  section 
of  the  present  motor  bicycle,  made  by  Wolfmuller  &  Geis- 
€nhof,  Munich,  Germany.  This  is  their  latest  improve- 
ment. It  will  be  noticed  that  the  water  reservoir  in  this 
bicycle  is  placed  over  the  driving  wheel,  acting  also  as  a 
guard. 

The  frame  of  the  machine  is  formed  of  four  parallel  tubes, 
two  upon  either  side,  connected  with  the  main  journal 
boxes  of  the  rear  or  drive  wheel,  and  united  at  their  forward 
ends  with  two  pairs  of  oblique  tubes  connected  by  cross 
bars  at  the  top,  and  carrying  the  steering  head,  in  which  is 
received  the  shank  of  the  front  fork,  as  in  an  ordinary 
bicycle. 

Between  the  two  pairs  of  horizontal  bars  are  secured  two 
motor  cylinders,  formed  in  one  casting  and  provided  with  a 
water  jacket.  The  cylinders  contain  pistons  connected  by 
piston  rods  with  the  crank  on  the  main  shaft.  The  bearings 
of  the  crank  pins,  as  well  as  the  bearings  of  the  main  shaft, 
are  rendered  nearly  frictionless  by  the  use  of  balls,  as  in  the 
bearings  of  an  ordinary  bicycle.  The  cylinders  are  single 
acting,  and  the  cranks,  which  are  on  opposite  sides  of  the 
rear  wheel,  are  parallel,  and  extend  in  the  same  direction. 
The  motors  work  on  the  lour  cycle  principle,  and  are  so 
timed  as  to  give  one  effective  impulse  for  each  revolution  of 
the  drive  wheel. 


I  82 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


0   s 

w    «_- 


M  1> 


AUTOMOBILE   BICYCLES   AND   TRICYCLES. 


183 


The  gasoline  is  contained  in  the  reservoir,  G,  Fig.  121, 
supported  by  the  oblique  tubes  at  the  front  of  the  machine. 
This  reservoir  is  connected  directly  by  the  small  pipe,^,  with 
the  burner  which  heats  the  ignition  tube.  In  the  top  of  the 
reservoir,  G,  is  inserted  a  screw-capped  filling  tube,  f,  Fig. 
122,  the  lower  end  of  which  is  covered  with  wire  gauze. 


FIG.  122. — THE  VAPORIZER. 

To  the  top  is  attached  a  screw-capped  nipple,  g,  through 
which  extends  a  wire,  having  on  its  lower  end  a  cork  float, 
by  means  of  which  the  depth  of  the  liquid  in  the  reservoir 
is  ascertained. 

A  conical  air  supply  tube,  h,  projects  into  the  reservoir, 
and  is  provided  at  the  top  with  a  hood,  through  which  air 
enters  into  the  reservoir.  The  hood  is  furnished  with  a 


1 84 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


FIG.  123. — HANDLE  BAR  AND 
VALVE  CONTROLLER. 


check  valve,  which  keeps  the  tube  closed,  except  when  a 
partial  vacuum  is  formed  through  the  action  of  the  motor. 
The  tube,  z,  projects  into  the  reservoir,  and  is  provided  with 
a  hollow  spherical  lower  end,  in  which  is  formed  a  trans- 
verse slot.  In  this  tube  is  inserted  a  wire  or  gauze  cone, 

connected  at  the  top  to 
the  regulating  valve,  H, 
which  latter  also  commu- 
nicates with  an  air  sup- 
ply valve,  k.  The  regu- 
lating valve,  which  is 
thin,  is  arranged  to  slide 
over  the  opening  which 
communicates  through 
the  pipe,  /,  with  the  sup- 
ply side  of  the  valve  casing.  The  proportion  of  gasoline 
vapor  and  air  conveyed  to  the  motor  depends  upon  the 
position  of  the  valve,  H,  and  this  is  regulated  by  the  lever, 
m,  pivoted  to  the  handle  bar  and  connected  with  the  valve, 
H,  by  a  rod  (Fig.  123).  The  lever,  m,  at  its  free  end  has  a 
latch  which  is  arranged  to  pass  under  a  lug  projecting  from 
the  handle  bar  when  the  valve  is  closed,  and  when  the  lever 

is  released  to  open  the  valve,  the 
regulating  cone  screwing  on  to 
the  end  of  the  lever  rests  against  a 
finger  projecting  from  the  handle 
bar,  and  serves  to  adjust  the  posi- 
tion of  the  valve  by  engagement 
with  the  finger  as  it  is  screwed 
along  the  threaded  end  of  the  lever. 

The  ignition  of  the  charge  is  effected  by  heating  the 
nickel  tubes  projecting  about  2\  inches  from  the  rear  ends 
of  the  cylinders  into  the  ignition  box.  In  this  box  is  placed 


FIG.  124.— -THE  TUBE 
IGNITER. 


AUTOMOBILE   BICYCLES   AND    TRICYCLES. 


i85 


a  heating-  vapor  burner,  receiving  its  vapor  from  the  ver- 
tical tube  at  the  side  of  the  box,  which  contains  a  wick 
saturated  with  gasoline  supplied  from  the  reservoir.  The 
tubes  extend  into  a  fire  clay  chamber,  in  which  are  loosely 
placed  three  nickel  spirals  below  the  tubes,  for  distributing 
and  retaining  the  heat.  The  heating-  burner,  arranged  in 
this  way,  effectively  heats  both  nickel  tubes,  thus  insuring 
prompt  and  regular  explosions.  The  ignition  tube  is  pro- 
vided at  its  inner  end  with  a  flange  which  is  clamped  in  place 
by  a  yoke.  The  lower  oblique  tube  on  one  side  of  the 
machine  conveys  air  to  the 
burner,  and  the  oblique 
tube  on  the  other  side 
serves  as  a  chimney  for  car- 
rying the  products  of  com- 
bustion from  the  burner. 
These  tubes  terminate  in  a 
comparted  hood,  F  (Fig. 
121).  The  front  being  the 
inlet  and  the  rear  the  outlet 
from  the  ignition  box. 

On  the  top  of  the  cylin- 
der, above  the  explosion  chamber  at  the  rear  of  the 
piston,  is  a  valve  chest  containing  two  pairs  of  poppet 
valves,  one  pair  to  each  cylinder.  The  valve  chest  is 
furnished  with  two  separate  chambers,  one  for  the  supply 
of  the  explosive  mixture,  the  other  for  the  escape  of  the 
exhaust,  and  the  valves  are  held  to  their  seats  by  spiral 
springs  surrounding  their  stems,  as  shown.  The  valves 
which  admit  the  explosive  mixture  are  provided  with  light 
springs,  so  that  when  the  pistons  move  forward  the  valves 
open  inward  automatically  ;  but  the  exhaust  valves  are  fur- 
nished with  heavier  springs,  which  hold  them  to  their  seats 


FIG.  125. — THE  IGNITION  Box. 


1 86  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

at  all  times  except  when  they  are  depressed  by  the  valve 
operating  levers,  A,  A'. 

These  levers  are  made  to  open  their  respective  valves  in 
alternation  by  the  peculiar  combination  of  levers  shown 
more  clearly  in  Fig-.  126.  Upon  the  side  of  the  rear  or 
drive  wheel  is  secured  a  cam,  _B,  upon  which  presses  a 
roller,  #,  carried  by  the  arm,  b,  jointed  to  the  lower  side  bar. 
A  rod  connected  with  the  arm,  £,  is  jointed  to  one  end  of  the 
lever,  C,  the  opposite  end  of  which  carries  the  hook,  D.  To 
the  hook,  D,  is  pivoted  a  three-armed  lever,  F,  which  is  held 
in  frictional  contact  with  the  hook  by  a  strong  spiral  spring. 


FIG.  126. — PISTON  AND  VALVE  GEAR. 

Pivoted  to  the  top  of  the  cylinders  are  two  arms,  c,  cff 
which  are  pressed  toward  the  center  of  the  cylinder  by 
springs.  The  forward  projecting  arm  of  the  lever,  F,  is 
capable  of  bearing  against  the  free  end  of  one  or  the  other 
of  the  arms,  c,  c' .  The  shorter  arms  of  the  lever,  F,  are  alter- 
nately brought  into  engagement  with  studs,  d,  d'y  projecting 
from  the  top  of  the  cylinders.  The  angled  arms,  A,  A,  are 
pivoted  on  a  rod  supported  by  ears  projecting  from  the 
cylinders,  and  their  downwardly  projecting  ends  are 
engaged  in  alternation  by  the  hook,  D.  This  action  of  the 
exhaust  mechanism  controls  the  machine. 


AUTOMOBILE   BICYCLES   AND   TRICYCLES.  l8/ 

The  exhaust  escaping  through  the  exhaust  valve  is  taken 
to  a  hood,  /,  made  in  the  form  of  a  hollow  quarter  cylinder, 
which  is  divided  into  two  compartments  by  a  perforated 
curved  partition.  The  exhaust  pipe  enters  into  the  smaller 
compartment  and  the  larger  compartment  is  filled  with 
asbestos  cord.  The  convex  surface  of  the  hood,  7,  is  per- 
forated. The  asbestos  cord  serves  as  a  muffler  which 
deadens  the  noise  of  the  exhaust. 

Over  the  drive  wheel  is  supported  a  curved  water  tank 
which  is  connected  with  the  water  jacket  surrounding  the 
cylinders,  and  the  circulation  of  water  serves  to  prevent 
the  overheating  of  the  cylinders.  Strong  elastic  bands 
are  connected  with  the  connecting  rod  and  with  an  arm 
mounted  on  a  rock  shaft  at  the  top  of  the  cylinder.  These 
elastic  bands  may  be  put  under  tension  to  assist  in  starting 
by  means  of  a  screw  at  the  top  of  the  frame,  which  is  oper- 
ated by  a  crank  and  miter  gear.  The  oil  for  the  lubrica- 
tion of  the  cylinders  is  contained  in  the  upper  oblique 
tube  of  the  frame,  and  is  fed  to  the  cylinders  by  a  sight 
feed,  o. 

To  start  the  motor  cycle,  the  reservoir,  G,  is  partly  filled 
with  gasoline ;  the  door  at  the  back  of  the  ignition  box  is 
opened  and  the  burner  for  heating  the  ignition  tube  is 
started  by  giving  it  a  preliminary  heating  by  means  of  an 
alcohol  torch.  As  the  door  at  the  rear  of  the  ignition  box 
is  opened  for  this  purpose,  the  air  supply  pipe  is  closed 
automatically  by  means  of  a  connection  with  the  rear  door. 
When  the  tubes  are  red  hot  the  valve,  H,  is  opened,  the 
rubber  bands  are  put  under  tension  and  the  machine  is 
moved  forward  by  the  operator  until  an  explosion  occurs, 
when  he  mounts  the  machine  and  proceeds  on  his  way. 
The  proportion  of  the  supply  of  air  charged  with  gasoline 
vapor  and  pure  air  is  regulated  by  the  valve,  H.  By  man- 


1 88  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

ipulating  the  cone  on  the  lever,  m,  the  supply  of  explosive 
mixture,  and,  consequently,  the  speed  of  the  bicycle  is  regu- 
lated. When  fairly  under  way,  the  tension  of  the  rubber 
bands  is  released. 

The  action  is  as  follows : 

The  forward  motion  of  the  piston  draws  in  the  explosive 
mixture  through  the  valve,  H.  On  its  return,  it  compresses 
the  explosive  mixture  in  the  explosion  chamber  behind  the 
piston,  and  a  portion  of  the  mixture  is  forced  into  the  hot 
tube,  where  it  is  ignited,  forcing  the  piston  outwardly,  giv- 
ing the  propelling  impulse.  The  return  stroke  of  the  piston 
expels  the  products  of  combustion  through  the  exhaust 
valve,  which  is  opened  by  the  cam,  b,  at  the  proper  moment 
through  the  agency  of  the  roller,  a,  and  the  hook,  D,  as 
already  described,  and  the  cylinders  operate  in  alterna- 
tion, thereby  giving  one  effective  impulse  for  each  revolu- 
tion of  the  drive  wheel.  To  stop  the  machine,  it  is  only 
necessary  to  close  the  valve,  H,  and  apply  the  brake  in  the 
usual  way. 

The  engine  cylinders  are  3TV  inches  in  diameter,  with  a 
stroke  of  4|  inches.  The  supply  and  exhaust  valve  aper- 
tures are  £  inch  in  diameter.  The  gasoline  reservoir  is  13 
inches  long  and  7^  inches  in  diameter.  The  driving  wheel 
is  22  inches  in  diameter  and  the  steering  wheel  is  26  inches 
in  diameter.  The  pneumatic  tires  are  made  specially  large 
and  heavy  to  support  the  weight  of  the  machine  and  rider. 
The  wheel  base  is  4  feet ;  weight,  when  in  running  order, 
115  pounds. 

The  reservoir  contains  a  supply  of  gasoline  sufficient  for 
a  run  of  12  hours.  Speed  from  3  to  24  miles  per  hour. 


AUTOMOBILE    BICYCLES   AND   TRICYCLES. 


THE    BOLLEE    GASOLINE   TRICYCLE. 


189 


The  elegant  little  tandem  tricycle,  Fig.  127,  built  by  M. 
Leo  Bollee  of  Mans,  France,  has  figured  largely  in  the 
French  trial  races.  It  differs  somewhat  in  design  from 
others  in  having  a  closed  seat  in  front  of  the  rear  driving 
wheel,  giving  a  most  comfortable  position  for  the  driver. 

The    slight   elevation    of   this  vehicle    gives  it  a  perfect 


FIG.  127. — THE  BOLLEE  TANDEM  TRICYCLE. 

stability,  since  its  center  of  gravity  is  16  inches  above  the 
ground.  Its  wheel  base  is  3^  by  4  feet. 

The  steering  is  by  the  forward  wheels  with  knuckle 
joints  on  the  axle  and  jointed  spindles  extending  upward 
at  the  sides  of  the  forward  seat,  with  arms  and  links 
attached  to  a  steering  wheel  at  the  right  of  the  driver. 

The  motor  is  of  the  four-cycle  type  with  an  unusually 
long  stroke  for  carrying  the  expansion  as  far  as  practicable, 
and  is  rated  at  two  horse  power  at  800  revolutions  per  min- 


190  HORSELESS   VEHICLES   AND    AUTOMOBILES. 

ute,  at  which  speed  the  vehicle  runs  at  the  rate  of  27  miles 
per  hour. 

The  driver  with  his  right  hand  steers  the  vehicle  by  the 
hand  wheel,  while  with  his  left  hand  he  holds  a  vertical  lever 
which  controls  all  the  movements  for  regulating  the  run- 
ning. By  pushing  the  lever  the  belt  is  tightened  to  start 
the  vehicle,  after  the  motor  has  been  started  by  the  flywheel 
or  a  crank.  By  turning  the  handle  of  the  lever  to  the  right 
or  left  the  motor  is  thrown  into  gear  with  one  or  another  of 
the  three  speeds.  By  pulling  the  lever  back  beyond  the 
vertical  loosens  the  belt  and  applies  the  brake. 

This  vehicle  weighs  but  350  pounds  in  running  order,  and 
from  its  great  speed  for  so  small  sized  vehicle,  was  chris- 
tened in  Paris  as  the  road  torpedo. 

This  vehicle,  in  1896,  was  not  claimed  as  a  new  invention, 
but  rather  as  an  assemblage  of  the  best  vehicle  and  motor 
conditions  of  the  day  for  a  very  light,  easily  handled  and 
swift  roadster.  All  three  wheels  are  mounted  upon  ball 
bearings  and  provided  with  Michelin  removable  pneumatic 
tires. 

The  accompanying  figure  gives  an  accurate  idea  of  the 
Bollee  tricycle.  As  may  be  seen,  the  person  who  sits  in 
front  does  not  aid  in  the  steering  of  the  vehicle.  The  steers- 
man sits  behind,  his  feet  resting  on  each  side  upon  a  plat- 
form provided  with  a  straw  mat.  He  merely  has  to  move 
his  foot  backward  in  order  to  press  the  lever  of  a  powerful 
brake,  whose  block  is  tangent  to  the  circumference  of  the 
driving  wheel. 

We  may  add  that  it  carries  a  supply  of  gasoline  sufficient 
for  a  trip  of  72  miles,  that  it  may  be  run  at  an  expense  of 
scarcely  more  than  a  cent  a  mile,  and  that  the  price  of  it  is 
low  enough  to  place  it  within  the  reach  of  persons  of  mod- 
erate means. 


AUTOMOBILE    BICYCLES    AND    TRICYCLES. 


THE    PY    MOTOR    TRICYCLE. 


In  Figs.  128  and  129  are  illustrated  a  vertical  and  plan 
view  of  a  motor  tricycle  that  has  lately  been  put  on  the  mar- 
ket in  France  by  the  Compagnie  des  Automobiles  du  Sud- 
Ouest,  of  which  M.  Andre  Py,  the  designer  of  the  vehicle,  is 
the  manager.  As  will  be  seen  from  the  illustrations,  the 


FIGS.  128  AND  129. — THE  PY  MOTOR  TRICYCLE. 
VERTICAL  AND  PLAN  VIEWS. 

vehicle  has  three  wheels,  and  has  seating  accommodation  for 
two  riders,  back  to  back.  The  motor,  C,  is  of  the  single 
cylinder  horizontal  tvpe,  provided  with  radial  disks  for 
cooling  purposes,  and  tube  or  electric  ignition.  It  is  capable 
of  working  up  to  3  horse  power.  It  is  located  on  the  left- 
hand  side  of  the  frame,  with  the  explosion  chamber  at  the 


192  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

rear.  The  exhaust  valve,  5,  is1  controlled  by  a  small  longi- 
tudinal shaft,  actuated  by  worm  gearing,  d,  from  the  motor 
shaft,  A.  A  centrifugal  governor,  r,  is  mounted  on  the  shaft 
and  prevents  the  exhaust  valve  being  opened  when  the  speed 
of  the  motor  becomes  excessive.  The  muffler  is  located  at 
x.  Three  forward  speeds  of  5,  10  and  15  miles  and  one  back- 
ward motion  are  provided,  these  being  obtained  by  a  series 
of  gear-wheels  on  the  motor  shaft,  A,  and  the  countershaft,  a, 
shown  by  the  dotted  circles.  The  handle,  m,  controls  the 
forward  speeds,  and  the  lever,  Z,  the  backward  motion.  A 
friction  clutch,  G,  on  the  plan  is  arranged  in  conjunction 
with  the  flywheel,  F,  so  that  the  motor  can  be  instantly 
thrown  out  from  the  transmission  gear. 

The  Py  voiturette  is  front  driven  and  rear  steered,  the 
power  of  the  motor  being  transferred  to  the  front  road 
wheels,  RR* ,  through  the  counter  shaft,  a,  and  the  gear  wheels, 
E,  a  differential  gear  being  provided  on  the  opposite  side  at 
D.  A  handle  is  provided  at  M  for  putting  the  motor  in 
operation,  by  means  of  sprocket  wheels  and  chain,  with  a 
fricti  >n  clutch  on  the  motor  shaft.  Steering  is  effected  by 
the  hand  wheel,/,  connected  by  the  rack  and  pinion  gear,  ey 
with  the  rear  wheel,  F,  the  latter  being  mounted  in  a  special 
way,  shown  in  the  plan,  by  being  pivoted  on  one  end  of  its 
axle  at  O,  which  is  moved  forward  or  backward  at  the  other 
end  by  the  link  rod  and  rack.  A  lever,  /,  controls  a  band 
brake  on  the  differential  gear,  while  a  foot  pedal,/,  actuates 
two  band  brakes  on  the  intermediary  shaft,  a.  All  the  trans- 
mission gear  is  arranged  under  the  seats,  where  is  also 
located  the  gasoline  storage  tank,  which  has  a  capacity  of 
four  gallons.  The  vehicle  is  9  feet  long  and  4  feet  8  inches 
in  width,  while  the  seats  are  only  4  feet  above  the  ground. 
The  center  of  gravity  is  quite  low,  making  an  easy  mount 
and  a  safe  vehicle  as  a  business  runabout. 


AUTOMOBILE   BICYCLES   AND   TRICYCLES. 


193 


THE   ARIEL   MOTOR-QUADRICYCLE. 

The  method  of  converting  a  motor  tricycle  for  one  person 
to  a  quadricycle  for  two  persons,  by  removing  the  steering 
wheel  and  attaching  a  fore  carriage  with  two  wheels  and 
seat,  is  one  of  the  novelties  brought  out  by  the  Ariel  Cycle 
Company  (Limited),  of  Birmingham,  England,  and  is  illus- 
trated in  Fig.  130. 

The  front  wheel  of  the  tricycle  being  removed,  the  arms 
extending  from  the  under  carriage  are  then  fastened  to  the 
back  axle  sleeve  of  the  tricycle ;  two  tubes  extending  from 
the  arms  just  mentioned  have  to  be  secured  to  the  bottom 


FIG.  130. — THE  CONVERTED  TRICYCLE. 

frame  tube  of  the  tricycle  by  means  of  a  clip  and  bolt.  These 
three  clips  are  all  that  is  necessary  to  manipulate,  and  the 
change  from  tricycle  to  quadricycle  can  be  made  in  about 
half  an  hour.  The  body  is  carried  upon  a  set  of  C  and 
elliptical  springs,  thus  giving  perfect  suspension.  Mud 
guards  are  provided  to  the  side  wheels,  and  an  apron  fitted 
to  the  dashboard  enables  the  passenger  to  be  carried  well 
protected  from  wind,  dust  and  mud.  The  steering  is  con- 
trolled by  the  rear  rider,  and  is  arranged  in  such  a  manner 
that  in  taking  a  corner  the  inside  wheel  is  not  parallel  to  the 
outside  wheel,  the  two  being  tangent  to  circles  having  the 
same  center,  which  center  is  on  the  line  of  the  axle  of  the 


194  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

back  wheels.  By  this  system  friction  is  avoided,  and  the 
motor  is  not  called  upon  to  perform  unnecessary  work.  The 
extreme  length  of  machine,  including  the  attachment,  is  7 
feet  7  inches,  and  width  on  the  outside  of  the  tricycle  wheels, 
3  feet  5  inches. 

The  running  gear  is  very  similar  in  detail  to  the  De  Dion 
and  other  tricycles  described  further  on. 

THE    AUTOMOBILE   FORE    CARRIAGE. 

A  novel  combination  of  the  motive  power  with  the  steer- 
ing wheels,  making  an  independent  driving'power  that  can 
be  attached  to  any  carriage  by  removing  the  forward  wheels, 
axle  and  springs,  and  substituting  a  fore  carriage  in  their 
place,  has  lately  come  to  public  notice.  It  is  of  German 
origin  and  comes  under  the  name  of  the  "  Kuhlstein-Vol- 
mer  "  detachable  motor  or  fore  carriage,  and  has  been  in  use 
in  France  as  the  Pretot  motor  carriage.  It  is  illustrated  in 
Fig.  131. 

The  American  company  who  are  bringing  out  this  auto- 
mobile is  the  Automobile  Fore  Carriage  Company,  Astor 
Court,  New  York  City. 

The  points  claimed  for  it  are:  That  it  can  be  attached  to 
almost  any  of  the  old  horse-drawn  styles  of  vehicles,  and 
that  one  motor  can  be  used  for  a  half  dozen  different  vehicles. 
In  fact,  it  is  virtually  a  motor  horse,  to  be  harnessed  to  any 
vehicle  at  will.  The  driving  machinery,  consisting  of  a  four- 
cycle gasoline  motor,  with  cone  pulleys  and  belt-change 
speeds,  is  enclosed  in  a  rectangular  box  or  housing,  central 
over  the  forward  axle,  and  is  attached  to  the  foot  board  of  a 
carriage  by  a  fifth-wheel  or  bearing  plates,  the  upper  one  of 
which  may  be  bolted  to  the  frame  of  the  carriage,  while  the 
under  one  forms  part  of  the  housing.  The  two  plates  can 
turn  one  upon  the  other  by  means  of  a  circle  of  rollers,  and 


AUTOMOBILE    BICYCLES   AND   TRICYCLES.  195 

the  lower  plate  has  a  circular  rack  formed  upon  it  which  is 
engaged  by  the  pinion  of  the  steering  shaft,  which  shaft  is 
carried  by  the  upper  plate,  and  is  placed  conveniently  to  the 
right  hand  of  the  driver.  The  fore  carriage  motor  is  main- 
tained in  its  proper  vertical  alignment  by  a  strong,  hollow 
pivot  block,  which  extends  upwardly  from  the  lower  bear- 
ing plate  through  a  deep  collar  in  which  it  turns  in  the 


FIG.  131. — THE  AUTOMOBILE  FORE  CARRIAGE. 

upper  plate.  The  whole  construction  is  sufficiently  stiff  and 
strong  to  transmit  the  tractive  effort  of  the  motor  to  the 
body  of  the  vehicle  without  racking  the  frame  of  the  latter. 
The  operating  levers  are  carried  up  through  the  central 
pivot  block,  and  are  arranged  conveniently  in  front  of  the 
driver. 

The  roller  bearing  fifth-wheel  applicable  to  the  fore  car- 
riage is  here  illustrated  in  its  parts. 


196 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


FIG.  132. — ROLLER  BEARING. 


FIG.  133. — ROLLERS  AND  FRAME. 


FIG.  134. — ON  LOWER  RAIL. 


Fig.  132  is  a  section 
showing  the  lower  rail, 
a  roller  between  its  cage 
rings  and  the  channeled 
top  ring,  closing  over 
the  friction  rollers  and 
cage  to  hold  them  con- 
centric and  to  shut  out 
dust  and  grit. 

Fig.  133  shows  the 
rollers  enclosed  between 
the  rings  and  held  in 
place  by  spindles. 

Fig.  134  shows  the 
roller  system  resting 
upon  the  bottom  plate. 

Fig.  135  the  top  chan- 
nel ring  in  place  with  a 
section  out  in  the  cut  to 
show  the  rollers. 

The  roller  bearing 
fifth-wheel  is  suitable 
for  all  kinds  of  vehicles 
requiring  a  fifth-wheel. 
They  are  manufactured 
by  Christian  Nielson, 
745  Third  avenue, 
Brooklyn,  New  York 
City. 


FIG.  135. — TOP  CHANNEL  ON. 


AUTOMOBILE   BICYCLES  AND   TRICYCLES.  197 

THE    PENNINGTON   MOTOR  TRICYCLE. 

The  ilustrations,  Fig.  136,  shows  an  elevation,  and  Fig. 
137,  a  plan  of  a  tricycle  for  four  persons,  as  built  at  Coven- 
try, England. 

It  has  the  most  compact  form  for  its  carrying  capacity  of 
any  motor  vehicle  as  yet  brought  out.  Its  weight  is  about 
280  pounds,  with  dimensions  allowing  it  to  pass  readily 
through  ordinary  doorways.  A  two-cylinder  motor,  acting 
on  cranks  at  180°,  gives  a  fair  balance  for  a  four-cycle 
impulse.  A  center  line  fly-wheel,  with  double  chain  and 
sprocket  wheels,  transmit  the  power  to  the  rear  wheel.  The 
front  wheels  in  independent  sockets  are  operated  by  rods 
extending  to  the  arms  at  the  bottom  of  the  handle  bar  axle. 

The  speed,  controlling  and  steering  gear  is  operated  by 
the  driver  on  the  rear  seat  by  the  vertical  lever  and  the 
bicycle  arms.  The  bicycle  pedals  and  chain  connections 
with  the  motor  counter  shaft  give  the  driver  perfect  control 
in  starting  and  stopping  independent  of  the  brake.  The 
vehicle  is  started  by  means  of  the  pedals  by  the  driver  after 
the  passengers  are  seated,  thus  obviating  the  disagreeable 
vibration  when  the  vehicle  is  standing. 

The  pedal  shaft  sprocket  has  a  silent  ratchet,  so  that  the 
driver  can  use  the  pedals  for  a  foot  rest  and  be  always  ready 
to  help  the  motor  on  a  severe  upgrade.  Great  ease  and 
comfort  is  derived  from  the  easy  spring  saddles  andjarge- 
sized  pneumatic  tires. 

The  gasoline  is  stored  in  the  elevated  tank  from  which  the 
motors  are  supplied.  Electric  ignition  is  used. 


I98 


HORSELESS  VEHICLES  AND  AUTOMOBILES. 


NO 

tfj 


AUTOMOBILE   BICYCLES   AND   TRICYCLES. 


199 


200  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

THE   ANGLO-AMERICAN   RAPID   VEHICLE   COMPANY. 
THE     PENNINGTON     &     BAINES     GASOLINE     MOTOR     VEHICLES. 

This  company  has  brought  to  the  United  States  a  number 
of  motor  vehicles  of  the  gasoline  motor  type.  They  are  of 
English  build,  and  somewhat  heavier  than  the  same  style  of 
vehicles  built  here. 


FIG.  138.— VICTORIA  DE  LUXE. 

There  are  many  points  in  which  improvements  have  been 
made  in  these  vehicles ;  some  of  these  improvements  form- 
ing the  subject  of  patents  which  are  yet  pending  in  some 
foreign  countries,  and  consequently  further  information  on 
these  points  is  withheld  for  the  present.  It  is  generally 
known,  however,  that  in  the  Pennington  motor  the  use  of  a 
carburetor  is  avoided,  and  yet,  because  of  the  method 


AUTOMOBILE   BICYCLES   AND   TRIuYCLES.  2OI 


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B 

o 


2O2  HORSELESS   VEHICLES  AND  AUTOMOBILES. 


FIG.  140. — A  PENNINGTON  RACING  TRICYCLE. 


FIG.  141. — A  SNAP  SHOT — FORTY  MILES  AN  HOUR  ON  A  CURVE. 


AUTOMOBILE   BICYCLES   AND   TRICYCLES. 


203 


employed  for  feeding  the  gasoline  into  the  cylinder,  not  only 
is  perfect  combustion  secured,  but  every  drop  of  gasoline  is 
utilized,  and  the  maximum  power  is  developed  from  the 
amount  of  the  hydro-carbon  consumed. 

The  power  is  conveyed  from  the  motor  to  the  front  axle 
of  the  car  by  either  belt  or  rope,  which  can  be  tightened,  if 
needed,  even  when  the  carriage  is  running,  and  without 


FIG.  142. — COUNTERBALANCING  CENTRIFUGAL  FORCE. 

stopping  the  vehicle.  Motor  carriage  drivers,  who  have 
been  troubled  with  a  slipping  belt,  and  whose  only  remedy 
was  to  stop  the  carriage,  cut  a  piece  out  of  the  belt  and 
splice  it  up  again — an  operation  occupying  with  most  people 
twenty  minutes  to  half  an  hour — will  appreciate  the  advan- 
tage of  being  able  to  take  up  any  slack  in  the  belt  instantly. 
Besides  the  positive  speeds  obtained  by  changing  the 
gears,  any  intermediate  speed  can  be  obtained  by  the  regu- 


204  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

lation  of  the  gasoline  supply,  it  being  passed  to  the  motor 
from  the  tank  in  which  it  is  stored  through  a  needle  valve, 
and  a  quarter  turn  of  the  valve  handle,  conveniently  placed 
within  reach  of  the  driver's  hands,  will  decrease  or  increase 
(depending  on  which  way  it  is  turned)  the  gasoline  supply, 
and  the  result  on  the  motor  is  instantaneous. 

With  the  Pennington  vehicles  the  makers  confidently  claim 
absolute  immunity  from  overturning  accident ;  and  as  the 
center  of  gravity  is  only  some  few  inches  from  the  ground, 
and  the  wheel  base  being  long,  it  is  almost  impossible  to 
upset ;  indeed,  the  stability  is  so  great  that  the  vehicle  can  be 
swung  round  in  a  narrow  road  when  going  at  high  speed, — a 
feat  which  would  be  impossible  in  a  heavy  vehicle  standing 
high  from  the  ground.  The  steering  is  effected  by  means  of 
the  back  wheels,  the  front  wheels  being  driven,  and  this  is  a 
reversal  of  the  usual  practice  for  which  certain  advantages 
are  claimed.  The  steering,  for  instance,  greatly  tends  to 
prevent  side-slip,  and  a  complete  circle  can  be  made  with 
these  vehicles  in  a  radius  of  about  ten  feet. 

These  racing  tricycles  have  been  much  in  use  in  England, 
where  motor  cycle  racing  has  been  in  extensive  vogue. 

THE    DE    DION-BOUTON   TRICYCLE. 

One  of  the  most  popular  motor  vehicles  for  a  single  rider, 
in  France,  is  the  De  Dion-Bouton  tricycle,  of  the  hydro- 
carbon motor  type.  It  has  found  its  way  to  the  United 
States,  and  will,  no  doubt,  for  its  lightness,  speed  and  ease 
of  management,  become  a  leading  light  vehicle  here. 

In  Fig.  143  is  illustrated  a  general  rear  view  of  the  tricycle, 
and  in  Figs.  144  and  145  an  outside  view  of  the  four-cycle 
air-cooled  motor. 

In  Fig.  146  is  shown  the  details  of  the  motor  and  the 
method  of  its  operation. 


AUTOMOBILE   BICYCLES   AND   TRICYCLES. 


205 


The  tricycle  is  provided  with  pedals,  sprockets  and  chain 
for  starting  and  as  a  means  for  returning  home,  if  by  acci- 
dent the  motor  becomes  inoperative,  or  as  a  help  in  ascend- 
ing steep  grades.  The  motor  is  journaled  upon  the  sleeve 
of  the  main  axle,  as  shoxvn  by  the  brackets,  Fig.  144,  and 
connected  to  the  lower  member  of  the  frame  by  a  link.  It 


FIG.  143. — THE  DE  DION-BOUTON  TRICYCLE. 

is  geared  to  the  differential  gear  train  by  a  pinion  for  the 
proper  speed,  which  is  regulated  by  the  vapor  and  air  inlet 
valves  operated  by  and  connected  to  the  small  handles 
shown  on  the  upper  cross  bar  of  the  frame.  Referring  to 
the  motor,  Figs.  144  and  145,  A,  is  the  charge  admission 
valve ;  B,  the  electrode  plug ;  C,  exhaust  pipe  ;  D,  rod  and 
spring  of  the  exhaust  valve;  E,  electric  contact  breaker.  A 


2O6 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


handle  on  the  front  frame  operates  the  relief  cock,  Z,  to 
admit  of  a  free  movement  of  the  piston  when  starting 
and  when  pedaling  without  the  motor  power. 

The  action  of  the  motor  will  be  seen  by  referring  to  the 
diagram  shown  in  Fig.  146,  To  the  left  is  the  vaporizing 
chamber  or  carburetor,  in  which  the  gasoline  contained  in 
the  lower  half  is  brought  into  contact  with  the  air  entering 


•fi 


FIGS.  144  AND  145. — THE  DE  DION-BOUTON  MOTOR. 

by  the  tube,  A,  and  made  to  pass  between  the  horizontal 
plate,  B,  and  the  surface,  of  the  liquid  ;  the  carbureted  air  then 
rises,  as  shown  by  the  arrows,  and  enters  the  double  valve, 
Cj  shown  below  in  detail,  by  which  it  is  mixed  with  an 
additional  quantity  of  air,  which  enters  by  the  orifice,  D, 
at  the  top ;  the  mixture  then  passes  to  the  motor  by  means 
of  the  tube,  E.  The  admixture  of  air  and  vapor  is  regulated 
by  the  handle  on  the  left  in  the  small  diagram,  while  the 


AUTOMOBILE   BICYCLES   AND    TRICYCLES. 


207 


handle    at    the    right    regulates    the    flow    to    the    motor 
cylinder. 

The  float  serves  to  indicate  the  level  of  the  gasoline  in  the 
carburetor  by  means  of  a  rod  which  passes  through  the  tube 
of  admission  ;  and  the  tube  itself  is  arranged  to  slide  up  and 
down  in  order  to  maintain  a  constant  difference  between  the 


COMPRESSION  COG* 

z 


FIG.  146. — DETAILS  OP  MOTOR. 

horizontal  plate  and  the  surface  of  the  liquid,  this  plate  being 
attached  to  the  lower  end  of  the  tube.  In  order  to  avoid 
the  cooling  of  the  gasoline  by  evaporation,  it  is  warmed  by" 
means  of  the  tube,  G,  through  which  passes  a  portion  of  the 
hot  exhaust  gas  escaping  from  the  motor. 

The  cylinder,  H,  of  the  motor  is  of  cast  steel,  with  project- 
ing flanges  which  serve  to  increase  its  radiating  surface  and 


208  HORSELESS   VEHICLES   AND    AUTOMOBILES. 

prevent  overheating  ;  above  is  the  chamber,  /,  in  which  the 
explosion  of  the  gas  takes  place ;  at  the  top  of  the  chamber 
is  the  valve,  K,  which  admits  the  gas  coming  from  the 
carburetor;  the  valve  is  normally  closed  by  means  of  the 
spring,  5,  whose  pressure  is  regulated  so  as  to  allow  the 
valve  to  open  upon  the  descent  of  the  piston.  Opposite  is  the 
exhaust  valve,  Z,  which  permits  the  waste  gases  to  escape 
after  the  explosion  ;  to  the  valve,  L,  is  attached  a  rod  which 
passes  through  the  cover  of  the  exhaust  chamber  and 
engages  with  a  cam,  M,  which,  by  pushing  up  the  rod, 
opens  the  valve  at  the  proper  instant,  this  valve  being  nor- 
mally closed  by  the  spring,  r.  At  W\s  shown  the  ignitor, 
consisting  of  two  copper  rods  passing  through  an  insulating 
bushing,  and  so  arranged  as  to  allow  a  spark  from  the  induc- 
tion coil  to  pass  in  the  interior  of  the  chamber  for  the 
ignition  of  the  gas.  The  piston,  <9,  is  a  hollow  steel  casting 
provided  with  three  packing  rings,  and  carrying  the  wrist 
pin.  The  piston  is  connected  with  the  inclosed  fly-wheels, 
Q  and  R,  and  with  the  shafts,  5  and  T,  by  means  of  the  pis- 
ton rod,  P.  The  shaft,  5,  carries  a  pinion  which  engages 
with  another  of  twice  its  diameter,  operating  the  small  shaft 
above,  t,  which  carries  two  cams  ;  the  cam  to  the  right 
serves  to  open  the  exhaust  valve  once  in  every  two  revolu- 
tions, while  that  to  the  left  acts  upon  the  lever  arm,  U,  car- 
rying the  contact,  F,  of  the  induction  coil,  by  means  of 
which  a  spark  is  caused  to  pass  at  W,  thus  igniting  the  gas 
contained  in  the  chamber  of  the  motor. 

This  induction  coil  is  operated  by  four  dry  batteries.  From 
the  preceding  description  the  action  of  the  motor  will  be 
readily  understood.  When  the  piston  descends,  it  produces 
a  vacuum  in  the  top  chamber,  by  the  action  of  which  the 
valve,  K,  opens,  admitting  the  detonating  mixture  from  the 
carburetor  ;  when  the  piston  rises,  it  compresses  this  gas 


AUTOMOBILE  BICYCLES  AND   TRICYCLES.  209 

and  the  valve  of  admission  closes.  At  the  instant  of  the  sec- 
ond descent  of  the  piston  the  cam  actuates  the  leveiymaking 
contact  with  the  induction  coil,  upon  which  a  spark  passes, 
causing-  an  explosion  of  the  gas,  which  pushes  the  piston  with 
sufficient  force  to  cause  it  to  pass  twice  through  the  same 
position  ;  when  the  piston  rises  after  its  descent,  it  com- 
presses the  residual  gases  of  explosion,  and  at  this  instant 
the  cam,  M,  lifts  the  exhaust  valve  and  the  gas  leaves  the 
motor  by  the  exhaust  pipe,  Y.  When  the  piston  redescends, 
this  valve  closes  and  the  upper  valve  opens,  as  before,  to 
admit  a  fresh  supply  of  gas  and  so  on. 

The  discharge  box,  or  muffler,  is  shown  attached  to  the 
exhaust  pipe,  F,  in  the  diagram,  and  at  the  left  of  the  cylin- 
der, in  Fig.  146.  The  two  series  of  perforations  in  the 
muffler  produce  almost  a  noiseless  exhaust. 

The  maximum  speed  of  the  tricycle  is  24  miles  per  hour, 
and  grades  of  8  to  10  per  cent,  may  be  mounted  without  the 
aid  of  the  pedals. 

The  Waltham  Manufacturing  Company,  of  Waltham, 
Mass.,  sells  the  product  of  De  Dion-Bouton  &  Co.  in  the 
United  States,  and  in  addition  to  selling  the  regular  machines 
now  manufactured  by  De  Dion-Bouton  &  Co.,  they  will 
import  the  De  Dion  motors,  and  make  a  complete  line  of 
vt  Orient  motor  cycles  and  motor  carriages."  They  are  now 
building  tricycles,  trailers  and  attachments,  tandems  and  a 
light  carriage. 

VEHICLES   OF    THE   WALTHAM   MANUFACTURING   COMPANY, 
WALTHAM,    MASS. 

The  illustration,  Fig.  147,  shows  the  Orient  quadricycle, 
which  in  principle  and  mechanism  is  the  same  as  their  tri- 
cycle, and  shows  the  detachable  parts  for  conversion  into  a 
quadricycle  fitted.  This  machine  meets  the  requirements  of 


2IO 


HORSELESS   VEHICLES    AND    AUTOMOBILES. 


those  who  want  a  small  light  automobile  for  two,  and  one 
that  is  well  adapted  to  all  kinds  of  road  use. 

It  is  built  on  sound  mechanical  lines,  and  of  very  rich 
finish.  The  extra  wheel  that  is  supplied  can  be  easily  fitted 
to  convert  it  into  a  tricycle. 

These  vehicles  comprise  a  line  of  gasoline-propelled  auto- 
mobiles which  have  recently  been  placed  on  the  market  by 
the  Waltham  Manufacturing  Company,  Waltham,  Mass.,  of 
Orient  Cycle  fame.  Their  mode  of  propulsion  is  by  the 


< 


FIG.  147. — THE  ORIENT  QUADRICYCLE. 

French  De  Dion-Bouton  motor,  which  represents  a  large 
percentage  of  the  total  number  of  tricycle  motors  in  use 
and  their  popularity  is  explained  in  their  own  simplicity. 
They  are  not  only  simple  in  construction,  but  very  inex- 
pensive to  run,  and  the  result  obtained  seem  to  give  the 
best  of  satisfaction. 

The  principle  of  this  motor  is  as  follows  :  The  vapor  that 
rises  from  the  gasoline  in  the  carburetor,  and  with  a  mixture 
of  air,  is  sucked  into  the  motor  by  the  piston.  At  the 
moment  the  charge  is  compressed  by  the  return  of  the  pis- 


AUTOMOBILE   BICYCLES   AND   TRICYCLES. 


211 


ton,  an  electric  spark,  which  is  worked  automatically,  and 
receives  its  current  from  the  induction  coil  and  small  dry 
battery,  explodes  the  gas,  and  the  piston  is  forced  into 
action.  Upon  its  return  the  gases  of  combustion  are 
expelled,  and  then  a  fresh  charge  enters  as  before.  The  radi- 


FIG.  148. — CHANGING  THE  RIG. 


FIG.  149. — TRICYCLE  AND  TANDEM-TRAILER. 

ating  flanges  on  the  motor  cylinder  serve  to  throw  off  the 
heat,  and  thereby  eliminates  the  use  of  a  water  jacket. 

The  cost  of  feeding  a  motor  of  this  kind  is  quite  small.  A 
gallon  of  gasoline  will  supply  power  for  about  50  miles,  and 
can  be  obtained  at  almost  any  place. 

The  popularity  of  the  motor  tricycle  in  Europe  served  as 
the  best  introduction  it  could  receive  into  this  country ;  and 


212  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

it  is  now  classed  among  our  leading  styles  of  automobiles. 
Among  its  many  good  features  is  that  it  can  be  converted 
into  a  tandem  quadricycle  by  simply  removing  the  front 
wheel  and  substituting  the  fore  wheels  and  seat,  which  are 
furnished  with  the  combined  vehicle ;  or  else  a  trailer  can 
be  attached  if  desired. 

The  motor  being  placed  below  the  rear  axle  brings  the 
weight  of  the  machine,  which  is  proportionately  distributed, 
close  to  the  ground,  and  thereby  insuring  the  greatest  safety. 
The  carburetor,  battery  and  other  parts  are  placed  in  con- 
venient positions  in  line  of  the  frame,  and  the  rider  has  full 
control  of  the  machine  in  his  left  hand,  where  a  simple  turn 
of  the  handle-bar  grip  connects  and  disconnnects  the 
current. 

With  a  little  assistance  from  the  rider  by  the  use  of  the 
pedals,  steep  hills  can  be  ascended  without  difficulty,  and 
the  pedals  can  also  be  used  to  increase  the  speed. 

The  general  arrangement  of  the  motive  power  is  shown  in 
Fig.  146. 

Fig.  148  shows  the  facility  of  arranging  the  detached  run- 
ning gear  and  seat  forward  from  the  motor,  and  in  Fig.  149 
is  shown  the  trailing  attachment  of  the  second  seat  and 
wheels  following  the  tricycle. 

THE   CANDA   AUTO-QUADRICYCUE). 

In  the  design  of  this  unique  motor  vehicle,  the  running 
gear  differs  somewhat  from  the  French  and  English  models 
of  the  De  Dion  tricycles.  It  is  built  by  the  Canda  Manu- 
facturing Company,  Cartaret,  N.  J. 

It  is,  as  illustrated  in  Figs.  150,  151  and  152,.  a  most  con- 
venient tandem  rig  for  two  persons,  one  in  front  in  a  com- 
fortable buggy  seat ;  the  other  on  the  saddle,  steers  the 
vehicle  and  controls  the  gasoline  motor. 


AUTOMOBILE   BICYCLES   AND   TRICYCLES. 


213 


The  central  frame,  which  carries  the  saddle,  is  of  steel 
tubing,  constructed  on  bicycle  lines,  to  which  is  affixed  the 
steering  handles  and  the  pedals  for  starting  the  vehicle. 
Outside  of  this  a  curved  frame  of  angle  iron  connects  the 
front  and  rear  sections  of  the  vehicle,  forming  a  light  and 
stiff  structure. 


FIG.  150. — REAR  VIEW  OF  THE  AUTO-QUADRICYCLE. 

The  quadricycle  tracks  36  inches  in  width,  with  a  46-inch 
wheel  base,  and  measures  7^  feet  in  length  over  all. 

The  wheels  are  26  inch  diameter,  of  the  tangent  spoke  ten- 
sion type,  with  2^-inch  pneumatic  tires.  When  charged 
ready  for  service  it  weighs  350  pounds. 

The  motor  is  of  the  four-cycle  type,  with  air-cooling 
flanged  cylinder  mounted  just  back  of  the  rear  axle  and 
geared  direct  to  the  differential  gear  box.  A  band  brake  is 


214  HORSELESS   VEHICLES  AND  AUTOMOBILES. 


a 


w 
H 

LO 

CD 


AUTOMOBILE   BICYCLES  AND   TRICYCLES. 


215 


controlled  by  a  lever  under  the  handle  bar.  The  motor  is  of 
if  horse  power,  and  controlled  by  varying  the  charge, 
giving  speeds  of  from  2\  to  25  miles  per  hour.  The  general 
details  of  the  motor  management  are  similar  to  the  De  Dion- 
Bouton  tricycle,  illustrated  in  Fig.  146. 
The  steering  is  by  rod  connection  from  the  handle  bar 


FIG.  152. — THE  AUTO-QUADRICYCLE  ON  THE  ROAD. 

spindle  to  the  arms  of  the  front  axle  pivots  at  the  hubs  of 
each  wheel. 


Chapter  XII. 

GASOLINE   MOTOR   CARRIAGES   AND 
VEHICLES. 

THE  BOULEVARD  SURREY— THE  FETTER  GASOLINE  CARRIAGE— 
THE   BERGMAN    MOTOR   CARRIAGE — THE   CLEMENT   GASO- 
LINE  VEHICLE — VEHICLES   OF  THE    INTERNATIONAL 
MOTOR    WHEEL    COMPANY — THE    WALTERS    SIN- 
GLE     DRIVING     WHEEL — THE      UNDERBERG 
VOITURETTE— MOTORS     AND    VEHICLES 
OF   THE   AUTOMOBILE   COMPANY  OF 
AMERICA — THE     GROUT     GASO- 
LINE    MOTOR     CARRIAGES. 

THE  SINTZ  GASOLINE   MOTORS  AND  VEHICLES — THE  MUELLER 
MOTOR   CARRIAGES — THE    HERTEL    MOTOR    CARRIAGES  — 
THE  WINTON   MOTOR   CARRIAGES— VEHICLES  OF  THE 
AUTO-CAR  COMPANY  AND  THE  PITTSBURG  MOTOR 
VEHICLE  COMPANY — VEHICLES  OF  THE  DUR- 
YEA  MANUFACTURING  COMPANY,  SPRING- 
FIELD,    MASS. — VEHICLES     OF     THE 
DURYEA  MANUFACTURING  COM- 
PANY,   PEORIA,    ILL. — THE 
GENERAL  POWER  COM- 
PANY AUTOMOBILE 
MOTOR. 


CHAPTER  XII. 

GASOLINE   MOTOR   CARRIAGES  AND   HEAVY  VEHICLES. 

The  more  substantial  automobile  vehicles  for  pleasure  and 
park  riding,  for  touring  and  for  heavy  traffic — the  coach, 
delivery  wagon,  the  omnibus  and  the  truck — are  fast  taking 
a  leading  place  in  our  larger  cities,  and,  as  in  England  and 
on  the  continent,  their  expanding  usefulness  is  noticeable 
throughout  the  country.  The  doctor,  in  either  city  or  coun- 
try, can  now  step  into  his  buggy,  ready  harnessed,  and  be 
off ;  can  make  his  round  of  calls  in  the  quickest  time,  and 
does  not  even  mind  a  long  drive  that  would  jade  a  horse. 
The  fire  chief  reaches  his  call  in  less  time  than  ever  before. 
The  ambulance  is  always  ready  for  the  start,  and  makes 
quick  time  on  its  call.  The  cab,  omnibus  and  truck 
can  now  stand  upon  the  street  with  no  one  to  watch 
the  horses.  The  stand  is  unfouled,  and  cleanliness  follows 
their  tracks.  Each  of  the  kinds  of  motive  power  is  cleanly 
in  its  habits,  and  as  each  has  its  special  radius  of  power  and 
endurance,  their  progressive  march  of  usefulness  will  go  on 
and  find  their  great  calling  as  sure  as  has  been  the  progress 
of  our  railways.  Good  roads  must  lead  the  way — the  rest 
will  soon  follow. 

Horseless  vehicles  will  become  the  feeders  to  our  railway 
systems,  and  thus  the  network  of  communication  will  become 
complete,  and  the  old  horse  stages  will  be  but  a  memory  of 
the  past. 


220  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

Breaking  away  from  our  transient  reverie  and  getting 
back  to  solid  facts,  we  sketch  the  French  park  wagon  for 
four  passengers,  with  a  rear  elevated  seat  for  a  driver. 

The  motor  is  placed  beneath  the  driver's  floor,  and  the 
middle  seat  turns  over  as  shown  by  the  dotted  lines,  for 
examination  of  the  motor  and  speed  gear.  A  panel  also  can 
be  opened  under  the  driver's  seat  to  give  a  full  view  of  the 
operating  mechanism.  These  vehicles  are  largely  in  use  in 


FIG.  153. — THE  BOULEVARD  SURREY. 

France  for  riding  parties,  and  will  soon  be  seen  and  appre- 
ciated in  the  United  States. 

THE   FETTER   GASOLINE   CARRIAGE. 

An  English  design  of  a  motor  carriage  plan  and  driving 
gear  is  illustrated  in  Fig.  1 54,  and  the  gasoline  motor  in  Fig. 
155.  The  motor  is  placed  over  the  driving  axle.  From  the 
crank  shaft  a  sprocket  wheel  and  chain  transmits  the  power 
to  a  friction  sprocket,  E ',  running  loose  on  the  counter  shaft 
and  pressed  by  the  double  friction  disks,  F,  F,  by  the  opera- 
tion of  a  push  rod  through  the  hollow  counter  shaft  and  bell 
crank  lever,  W,  terminating  in  a  handle  at  the  right  of  the 
carriage  seat. 

A  second  handle,  J/,  changes  the  speed  by  moving  the 
clutch  to  one  or  the  other  of  the  sprocket  wheels,  N  and  K. 

A  brake,  V,  V,  is  operated  by  a  cross  shaft  and  a  handle  at 


GASOLINE    MOTOR    CARRIAGES. 


221 


G.  The  exhaust  is  controlled  by  the  lever,  D,  and  a  cam  on 
the  reducing  gear.  The  low  speed  gear,  Z,  has  an  overrun- 
ning ratchet  at  R.  The  motor  is  of  one  horse  power  at  200 
revolutions  ;  cylinder,  3^  inches  diameter,  6  inch  stroke,  of 
cast  iron,  \  inch  thick  at  the  combustion  end.  The  outer 
shell  is  of  thin  metal  driven  over  the  cylinder  flanges. 


FIG.  154. — FETTER  CARRIAGE  GEAR. 


FIG.  155. — FETTER  MOTOR. 


222 


HORSELESS  VEHICLES   AND    AUTOMOBILES. 


The  crank  shaft  of  the  motor  is  bored  for  an  oil  recess  and 
plugged  ;  it  holds  oil  for  a  day's  run. 

The  gasoline  gravitates  to  the  inlet  valve,  A,  through  the 
perculator,  G,  and  atomizes  by  the  air  drawn  in  through  B 
by  the  suction  of  the  piston.  The  ignition  tube  is  of  plati- 
num, heated  by  a  gasoline  vapor  jet,  in  the  flaring  recess 
below  the  chimney,  D.  A  perforated  or  wire  gauze  box 
around  the  flame  jet  protects  it  from  air  rush. 

The  engine  has  to  be  started  with  the  friction  brake  off, 
by  turning  the  crank,  5,  Fig.  1 54. 


FIG.  156. — THE  BERGMAN  MOTOR  CARRIAGE — ELEVATION. 

The  whole  rig  is  not  up  to  date,  but  yet  furnishes  some 
good  hints  on  construction.  The  steering  gear  is  not 
approved. 

THE  BERGMAN  MOTOR  CARRIAGE. 

The  Bergman  is  a  German  gasoline  motor  carriage,  shown 
in  elevation  in  Fig.  1 56,  and  a  plan  of  the  frame  and  running 
gear  in  Fig.  157. 

The  frame  work  is  made  of  steel  tubing.  The  front  wheels 
are  28  inches  diameter,  with  pneumatic  tires  ;  rear  wheels, 


GASOLINE   MOTOR    CARRIAGES. 


223 


40  inches  diameter,  with  solid  rubber  tires.  The  cylinder, 
which  occupies  a  central  position,  is  5  inches  diameter,  6J- 
inch  stroke,  developing  4  horse  power  at  400  revolutions  per 
minute,  and  is  of  the  4-cycle  type.  The  cylinder  is  cooled  by  a 
circulation  of  water  irom  rectangular  tanks  on  each  side  of 
the  carriage,  as  shown  in  the  plan,  Fig.  157.  A  drum  on  the 
crank  shaft  is  belted  to  a  fast  and  loose  pulley  on  a  counter 
shaft,  with  a  change  speed  gear.  The  top  crank  in  front  of 
the  seat  is  for  steering ;  the  handle  just  beneath  it  for  oper- 
ating the  change  speed  gear  and  for  shifting  the  belt.  A 


FIG.  157. — THE  BERGMAN  MOTOR  CARRIAGE — PLAN. 

small  button  in  front  of  the  seat  operates  the  needle  valve 
in  the  mixer,  the  air  being  drawn  in  through  a  spring  valve 
in  line  with  the  button  on  left  side  of  the  seat.  The  gasoline 
tank  is  at  the  rear  left  side,  and  encloses  the  carburetor. 

The  carburetor,  hanging  from  the  rear  left  corner  of  the 
vehicle,  contains  a  controlling  mechanism  adjusting  itself 
automatically  under  all  conditions  of  road,  so  that  a  constant 
mixture  is  supplied  to  the  motor.  This  consists  of  a  vessel 
containing  gasoline,  and  suspended  on  levers  inside  a  recep- 


224  HORSELESS  VEHICLES  AND   AUTOMOBILES. 

tacle.  The  vessel  is  counter-balanced  by  weights  on  the 
levers,  or  arranged  as  a  float,  provision  being  made  for  an 
admission  valve  for  the  liquid,  an  inlet  for  the  air,  and  a 
float  for  effecting  the  admixture  of  the  air  and  gas,  at 
approximately  the  same  height  above  or  below  the  level  of 
the  liquid.  This  vessel  may  be  placed  on  a  spring  for  retard- 
ing its  downward  movement,  and  closing  the  valve  when 
the  vessel  receives  an  excess  of  liquid.  The  valve  regulating 
the  inlet  of  the  liquid  is  pressed  on  its  seat  by  a  spring 
mounted  on  an  extension  of  the  valve  spindle,  which,  when 
the  valve  closes,  can  slide  further  independently  while  the 
disk  keeps  the  valve  tightly  closed.  A  double  mixing  valve 
secures  the  even  composition  of  the  explosive  mixture  at 
each  opening  of  the  regulator,  the  width  of  passage  for  the 
gas  mixture,  which  is  always  in  the  same  proportion  to  that 
for  the  air,  being  regulated  by  a  revolving  slide. 

A  small  pipe  from  the  exhaust  carries  heat  to  the  car- 
buretor to  counteract  its  cooling  by  evaporation. 

The  muffler  hanging  beneath  the  cylinder,  is  a  chamber 
enclosing  the  end  of  the  perforated  exhaust  pipe,  with  an 
outlet  pointing  down  to  the  road  bed.  The  lever  at  the  side 
of  the  seat  is  the  brake  handle.  A  pneumatic  whistle  hangs 
on  the  front  of  the  steering  spindle. 

THE   CLEMENT   GASOLINE   VEHICLE. 

In  Fig.  158  is  illustrated  the  outlines  of  a  French  gasoline 
motor  carriage  of  very  light  weight,  575  pounds,  and  in  Fig. 
1 59  an  outline  section  of  the  motor.  The  carriage  frame  is 
made  of  thin  steel  tubing,  shown  at  A,  Fig.  158,  carried  on 
leaf  springs  fixed  to  the  rear  axle  at  Z,  and  swiveled  on  the 
forward  axle  at  K.  The  rear  axle  is  carried  in  a  fork  with  a 
swivel  at  Q  to  equalize  inequalities  in  the  road,  and  to  pre- 
vent torsion  in  the  tubular  frame  on  which  the  carriage  body 


GASOLINE   MOTOR   CARRIAGES. 


225 


Cn 

00 


226 


HORSELESS  VEHICLES   AND   AUTOMOBILES. 


rests.  A  gasoline  tank  under  the  seat,  M,  supplies,  through 
independent  tubes,  O  and  O',  the  fuel  for  the  motive  power, 
and  for  the  tube  igniter  burner.  At  N,  in  the  dash-board 
box,  is  the  lubricating  oil  can,  with  tubes  leading  to  the  run- 
ning parts  of  the  motor. 

The  speed  changes  are  made  by  gears  in  a  three-speed 
gear  train  at  D,  and  controlled  by  the  lever,  E.  A  strap 
brake  on  the  secondary  shaft  at  //,  operated  by  the  foot 
pedal,  /,  and  an  additional  brake  on  the  axle  operated  by 


FIG.  159. — THE  CLEMENT  GASOLINE  MOTOR. 

the  lever,  G,  controls  the  carriage.  Speeds  of  4,  10,  15  and 
20  miles  per  hour  are  available. 

The  lever  handle,  K,  has  two  movements  for  steering,  with 
the  controlling  levers,  E,  G,  attached. 

In  Fig.  159  is  illustrated  the  details  of  one  of  the  two 
four-cycle  motors  which  are  hung  in  a  frame  fixed  to  the 
tube  frame  of  the  carriage.  The  cylinder  is  ribbed  for  air 
cooling.  The  cylinder  and  internal  moving  parts  are  lubri- 
cated by  oil  dash  in  the  closed  crank  chamber.  A 
vibrating  lever,  Q,  operated  by  a  cam  on  the  reducing  gear 
shaft  controls  the  motor  by  the  exhaust,  the  motion  of  which 
is  uniform,  and  not  regulated  by  the  inlet  charged. 


GASOLINE    MOTOR   CARRIAGES.  22/ 

The  special  feature  of  this  motor  is  the  carburetor,  H, 
through  which  the  exhaust  is  passed,  heating  and  vaporiz- 
ing the  charge  drawn  in  through  the  pipe,  (9,  and  an  auto- 
matic valve  where  it  is  mixed  with  warm  air  drawn  from 
the  pipe  connection  with  the  Bunsen  burner  case  above  the 
platinum  ignitor,  F.  The  Bunsen  burner,  G,  has  a  vapor- 
izer. The  other  lettered  parts  are  in  evidence  by  inspection. 

VEHICLES   OF     THE     INTERNATIONAL     MOTOR     WHEEL    CO. — 302    WEST 
FIFTY-THIRD   STREET,    NEW   YORK   CITY. 

The  novel  single-wheel  motor  here  illustrated  is  the  in- 
vention of  Mr.  J.  W.  Walters,  New  York  City. 

As  a  class  it  is  somewhat  unique  as  encompassing  the 
speed  gear  within  the  single  driving  wheel. 

The  device  consists  of  a  rubber  tired  wooden  wheel, 
actuated  by  a  two-cylinder  gasoline  motor,  that  is  suspended 
on  one  side.  On  the  other  side  two  gasoline  tanks  that  supply 
the  fuel  are  held  in  position.  The  motor  acts  upon  the 
wheel  by  means  of  a  loosely  mounted  pinion  meshing  into 
a  gear  upon  the  wooden  wheel.  A  clutch  mechanism,  the 
lever  of  which  is  within  reach  of  the  driver  on  the  wagon, 
enables  the  latter  to  stop  and  start  the  vehicle  at  will. 
Owing  to  the  novel  nature  of  this  invention  a  complication 
of  machinery  is  avoided.  It  requires  no  backing  mechan- 
ism. By  simply  reversing  the  motor-wheel  with  the  steer- 
ing bar  and  starting  the  motor,  the  vehicle  runs  backward. 

Fig.  1 60  shows  the  motor  wheel  attached  to  a  carriage, 
with  the  steering  and  motor-operating  handle  in  its  proper 
position. 

A  side  view  of  the  motor  wheel,  Fig.  161,  shows  the  two 
motors  of  the  four-cycle  type,  at  right  angles,  driving  a  pinion 
on  the  axis  of  the  wheel  which  meshes  in  a  pair  of  spur 
gears  for  operating  the  valves.  A  friction  clutch  transfers 


228  HORSELESS   VEHICLES   AND   AUTOMOBILES. 


FIG.  160. — THE  WALTERS  SINGLE  DRIVING  WHEEL. 


FIG.  161. — THE  DRIVING 
WHEEL. 


FIG.  162. — SECTION  O 
MOTORS  AND  WHEEL. 


GASOLINE    MOTOR   CARRIAGES. 


229 


the  motor  power  to  the  wheel  through  a  set  of  spur  gears 
meshed  in  an  internal  geared  wheel  forming  part  of  the  driv- 
ing wheel. 

In  Fig.  162  is  detailed  a  section  of  the  motor  and  wheel. 


FIG.  163. — THE  MOTOR  WHEEL. 

The  valve  gear  is  on  the  side  next  the  fly-wheel  and  the 
speed  gear  on  the  center  line  of  the  wheel. 

In  Fig.  163  is  illustrated  the  general  appearance  of  the 
motor  wheel  standing  independent  of  the  vehicle,  and  in 
Fig.  164  its  attachment  to  a  delivery  wagon. 


230  HORSELESS   VEHICLES   AND   AUTOMOBILES. 


FIG.  164. — THE  DELIVERY  WAGON — INTERNATIONAL  MOTOR 
WHEEL  Co. 


GASOLINE    MOTOR   CARRIAGES. 


THE   UNDERBERG  VOITURETTE. 


23I 


This  is  a  French  gasoline  motor  carriage  or  double-seated 
phaeton  design,  built  by  M.  E.  Underberg,  Nantes,  France. 

The  elevation  in  Fig.  165  and  the  plan  in  Fig.  166  repre- 
sent the  leading  details.  The  forward  reverse  seat  is  for 
one  person,  and  on  the  opposite  side  from  the  driver's  seat, 
thus  giving  a  clear  view  forward  for  the  operator.  The 
motor  is  a  single  cylinder  Gailardet  pattern  with  radial  ribs 
for  air  cooling,  and  is  set  vertically  at  M,  over  the  front 


FIG.  165. — THE  UNDERBERG  VOITURETTE — ELEVATION. 

axle  in  the  plan,  having  a  free  circulation  of  air  for  cooling 
the  cylinder. 

The  carburetor,  C,  is  of  the  constant  level  type,  atomizing 
the  gasoline  by  indraft  of  air  by  the  suction  of  the  piston. 
The  gasoline  tank  being  placed  under  the  rear  seat,  is  high 
enough  to  allow  of  a  flow  to  the  carburetor  by  gravity. 
The  motor  is  pinioned  to  a  spur  gear  on  a  counter  shaft,  A, 
Fig.  1 66,  carrying  four  gears;  one  of  which  is  in  constant 
gear  with  a  spur  wheel  on  a  second  shaft,  B.  The  three 
gears  on  the  counter  shaft  are  fastened  on  a  feathered  sleeve, 


232 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


controlled  by  the  bell  crank,  C,  and  the  hand  lever  at  L, 
Fig.  165. 

A  pulley  on  the  second  shaft  at  /'carries  a  belt  to  a  pulley 
on  the  compensating  gear  of  the  rear  axle.  The  pulleys 
have  guard  flanges.  The  rear  axle  is  so  hung  that  by  levers 
and  links,  the  foot  pedal,  P9  Fig.  165,  is  made  the  means  of 
making  the  belt  loose  or  tight,  thus  obviating  the  use  of  a 
friction  clutch  for  starting  the  motor. 

The  crank  handle  for  steering  is  at  the  right  side  of  the 


FIG.  1 66. — THE  UNDERBERG  VOITURETTE — PLAN. 

seat  and  linked  under  the  carriage  body  to  the  arms  of  the 
pivoted  wheel  axles.  The  vehicle  weighs  six  hundred 
pounds,  has  an  average  speed  of  fifteen  miles  per  hour,  and 
will  climb  a  grade  of  eight  per  cent,  under  the  slow  speed. 
The  frame  is  made  of  steel  tubing,  if  inches  diameter,  and 
suspended  on  springs.  Wheels  have  pneumatic  tires  and 
ball  bearings.  Electric  ignition  by  induction  spark  is  regu- 
lated by  a  side  handle  on  the  steering  lever. 


GASOLINE   MOTOR   CARRIAGES. 


233 


MOTORS   AND  VEHICLES   OF  THE  AUTOMOBILE   COMPANY   OF  AMERICA. 

The  motors  of  this  company  have  been  heretofore  known 
as  the  "American   Motor,"  built  by 
the   American    Motor   Company,    32 
Broadway,  New  York  City. 

The  new  organization  is  at  the 
same  location.  They  supply  motors 
for  all  purposes,  stationary,  carriage 
and  marine,  the  smaller  sizes  with 
either  ribbed  or  water  cooled  cylin- 
ders. The  motors  of  this  company 
are  made  with  single  cylinders  of  one 
and  two  horse  power  and  as  duplex 
motors  of  two  and  four  horse  power 
for  vehicles;  all  of  the  four-cycle 
compression  type.  The  smallest  rib- 
bed air  cooled  motor  weighs  50  and 
the  2  horse  power  motor  of  the  same 
type  weighs  75  pounds,  without  fly- 
wheels. All  their  motors  are  crank  encased  with  aluminum. 
The  vertical  water  jacketed  motor,  Fig.  167,  is  3^  horse 


FIG.  167. — VERTICAL 
MOTOR. 


FIG.  1 68. — HORIZONTAL  MOTOR. 

power  and  the  horizontal  water  jacketed  motor,  Fig.  168,  is 
i£  horse  power.     This  is  the  smallest  that  is  made  of  this 


^34 


HORSELESS   VEHICLES   AND    AUTOMOBILES. 


FIG.  169.— DUPLEX  AMERICAN  MOTOR. 


\  . 


FIG.  170.-- STANHOPE   OP  THE  AUTOMOBILE  Co.  OF  AMERICA. 


GASOLINE    MOTOR   CARRIAGES. 


235 


type  for  vehicles.  The  lever  centered  on  the  reducing  gear 
is  for  varying  the  time  of  the  exhaust  for  controlling  the 
motor. 

The  duplex  air  cooled  motor,  Fig.  169,  has  also  an  alu- 
minum crank  case,  and  is  a  very  light  motor  for  a  carriage. 
The  motors  are  regulated  both  by  variable  charge  and  by 
delayed  electric  ignition.  Fig.  170  represents  their  Stan- 


FIG.  171. — THE  GASOLINE  MOTOR  DELIVERY  WAGON. 


hope,  one  of  the  newest  and  most  approved  styles  on  the 
market. 

THE   GROUT   GASOLINE    MOTOR    CARRIAGE. 

In  Figs.  171  to  175  are  illustrated  a  line  of  automobile  car- 
riages as  built  by  Grout  Bros.,  Orange,  Mass. 

The  motors  of  these  carriages  consist  of  two  cylinders,, 
four-cycle  compression  type,  neatly  enclosed  in  a  case  and 


236  HORSELESS  VEHICLES  AND  AUTOMOBILES, 


FIG.  172. — THE;  TWO-PASSENGER  TRAP. 


FIG.  173. — THE  FOUR-PASSENGER  TRAP, 


GASOLINE   MOTOR   CARRIAGES. 


237 


FIG.  174. — THE  STANHOPE. 


FIG,  175. — THE  STANHOPE — QUARTER  VIEW. 


238  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

of  about  six  horse  power  or  sufficient  for  the  weight  and  use 
of  each  vehicle. 

The  two  passenger  trap,  as  are  the  other  vehicles,  are  fur- 
nished with  electric  side  lights  with  a  current  from  the  igni- 
tion dynamo  which  sparks  the  motor  and  also  furnishes  cur- 
rent for  an  electric  alarm. 

Variable  speeds  from  both  motor  charge  and  speed  gear 
give  ranges  from  4  to  18  miles  per  hour. 

The  lighter  vehicles  have  a  single  steel  tube  frame  strongly 
made  with  braced  joints  at  the  fittings.  The  wheels  are  made 
with  solid  hubs,  steel  rims,  wood  spokes  and  steel  sockets. 
Tires,  34  x  3  inch  pneumatic  or  solid  tires  when  desired. 
Tread,  56  inches  ;  wheel  base,  63  inches.  Weight  from  1,000 
to  1,400  pounds,  according  to  style. 

Ball  bearings  on  the  lighter  vehicles. 

Delivery  wagons  are  also  a  product  of  this  company  of 
which  the  illustration,  Fig.  171,  is  a  representation.  They 
also  propose  to  build  steam  carriages  if  desired. 

THE   SINTZ   GASOLINE   MOTORS   AND   VEHICLES. 

The  Sintz  Gas  Engine  Company,  Grand  Rapids,  Mich., 
have  adapted  their  motors  to  vehicle  service.  In  Fig.  176  is 
illustrated  carriages,  omnibus,  inspection  and  a  street  rail 
way  car,  as  operated  by  their  motors. 

The  motor  is  of  the  two-cycle  compression  type,  with 
enclosed  crank  and  piston  connections.  It  is  a  valveless 
gasoline  motor,  with  electric  ignition  by  a  finger  brake  spark- 
ing device  in  the  head  of  the  cylinder.  In  Fig.  177  is  shown 
the  cylinder  with  the  piston  at  the  end  of  the  down  stroke. 

The  upward  stroke  draws  the  mixed  charge  into  the  crank 
chamber.  The  downward  stroke  compresses  the  charge  in 
the  chamber,  and  into  the  space  around  the  lower  end  of  the 
cylinder  of  sufficient  amount  to  force  an  explosive  charge 


GASOLINE   MOTOR   CARRIAGES. 


239 


FIG.  176. — THE  SINTZ  MOTOR  VEHICLES. 


240 


HORSELESS    VEHICLES   AND   AUTOMOBILES. 


into  the  cylinder  when  the  descent  of  the  piston  opens  the 
inlet  port  and  closes  the  charging  port  shown  at  the  lower 
end  of  the  cylinder.  The  charge  is  made  by  the  expansion 
of  the  gasoline  and  air  mixture  contained  in  the  annular 
space  into  which  it  had  been  previously  compressed  by  the 
descent  of  the  piston. 


FIG.  177. — SINTZ  CYLINDER. 

The  exhaust  port  on  the  opposite  side  of  the  cylinder,  as 
shown  by  the  arrow,  is  opened  by  the  descent  of  the  piston 
before  the  charging  port,  giving  the  relief  to  the  cylinder 
pressure  just  before  the  inlet  port  opens.  The  lip  on  the 
piston  deflects  the  incoming  charge  up  and  against  the 
ignitor,  thus  insuring  a  fresh  charge  at  and  around  the 
sparking  finger  at  every  revolution. 


GASOLINE   MOTOR   CARRIAGES. 


THE  MUELLER  MOTOR  CARRIAGE. 


241 


In  Fig.  178  is  illustrated  the  motor  carriage  of  the  Mueller 
Manufacturing  Company,  Decatur,  III. 

It  is  in  style  a  trap  or  dos-a-dos,  with  wood  spoke  wheels 
and  pneumatic  tires,  and  is  an  improvement  on  the  "  Benz  " 
model,  brought  out  from  Germany. 

The  frame  of  this  carriage  forms  a  continuous  tube  for 


FIG.  178. — THK  MUELLER  TRAP. 


cooling  the  water  circulation  and  is  plugged  between  the 
two  pipe  connections  to  the  water-jacketed  cylinder,  so  that 
the  circulation  is  continued  through  the  cylinder  jacket  and 
the  cooling  coil  on  the  front  of  the  dash-board,  as  shown  in 
the  cut.  A  small  tank  suspended  between  the  front  part  of 
the  frame  holds  the  surplus  water  supply.  The  motor,  which 
is  single,  of  the  four-cycle  compression  type,  is  bracketed 


242 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


to  the  frame  and  supported  just  above  the  rear  wheel  axle. 
A  sprocket  wheel  on  the  motor  shaft  and  chain  drives  a 
sprocket  on  the  counter  shaft,  which,  by  the  shifting  of 
clutches,  there  is  obtained  three  speeds  forward  and  a 
reverse  slow  speed.  The  forward  cone  has  two  loose 
pulleys  and  internal  clutches  for  making-  interchangeable 
pulley  speeds. 

The  frame  supporting  the  counter  shaft  cone  pulleys,  com- 


FIG.  179. — PLAN  OF  MUELLER  (BENZ)  TRAP. 

pensating  gear  and  wheel-driving  sprockets  is  saddled  upon 
the  side  bar  tubes  of  the  frame  to  enable  the  shifting  of  the 
counter  shaft  forward  by  means  of  screws  and  nut  blocks, 
for  tightening  the  chains  and  belts.  The  front  axle  is 
swiveled  vertically  to  accommodate  inequalities  in  the  road. 
Knuckle  joints  at  the  wheels  connect  by  arms  and  links  to 
a  bell  crank  on  the  vertical  steering  spindle,  which  also  con- 
tains the  several  movements  for  operating  the  motor. 


GASOLINE    MOTOR   CARRIAGES.  243 

THE      HERTEL     MOTOR     CARRIAGE,     BUII/T      BY     THE     OAKMAN     MOTOR 
VEHICLE     COMPANY,    GREENFIELD,     MASS. 

In  Figs.  1 80  and  181  are  illustrated  a  rear  and  front  quar- 
ter view  of  one  of  the  lightest  hydro-carbon  motor  vehicles 
on  the  market,  its  weight  averaging  500  pounds.  The  steer- 
ing gear  is  peculiar  to  this  vehicle,  being  a  pair  of  bicycle 
wheels  supported  in  bicycle  forks,  the  right  hand  one  being 
jointed  to  a  steering  handle  extending  to  the  seat.  At  the 


FIG.  1 80. — THE  HERTEL  RUNABOUT. 

junction  of  the  fork  and  socket  of  each  steering  wheel  is  an 
arm  projecting  to  the  rear,  and  these  arms  are  joined  by  a 
link  rod,  thus  making  a  simple  and  perfect  movement  of 
each  wheel  from  the  steering  handle. 

The  steering  wheels  are  made  to  assume  automatically  a 
direct  line  course  by  a  helical  spring  and  check-chain  con- 
nection between  the  arms,  making  the  link  connection, 
so  that  if  the  steering  handle  is  dropped  from  the  hand  the 
carriage  will  run  straight  forward,  and  will  not  turn  out  of 
its  course. 


244 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


The  steering  wheels  are  not  hung  directly  to  the  forksr 
but  are  on  short  links,  pivoted  to  the  ends  of  the  fork 
prongs,  and  held  in  position  by  curved  springs,  so  that  the 
wheels  will  take  inequalities  in  the  road  or  override  obstruc- 
tions without  transmitting  the  jar  to  the  body  of  the  vehicle. 

The  power  is  obtained  from  a  double  cylinder  gasoline 
motor,  3f-inch  by  4f-inch  stroke,  of  2£  horse  power. 


FIG.  1 8 1.— THE  HERTEL  MOTOR  CARRIAGE. 

Its  crank  shaft  is  geared  to  a  high-speed  driving  shaft, 
with  universal  joints  and  elastic  V  shaped  friction  pinions 
that  mesh  in  a  driving  rim  fastened  on  the  inside  of  each 
rear  wheel. 

A  muffler  for  each  cylinder  deadens  the  sound  of  the 
exhaust.  One  of  the  mufflers  is  arranged  to  heat  the  air  for 
vaporizing  the  gasoline. 

The  fly  wheel  is  on  the  high  speed  shaft,  thus  enabling 


GASOLINE    MOTOR   CARRIAGES. 


245 


the  required  regulating-  duty  from  a  light  fly  wheel.  By  the 
manipulation  of  the  single  motor  lever,  the  operation  of  turn- 
ing over  the  motor  for  starting,  the  locking  of  the  friction 
gear,  regulation  of  the  speed  by  the  quantity  of  the  charge, 
an  increase  of  power  on  up  grades  and  the  wheel  brake 
motion  is  obtained  by  a  few  movements  of  the  left  hand  on 
the  handle  of  the  lever. 


FIG.  182. — THE  HERTEiv  CONTROLLING  GEAR. 

A  small  generator  running  by  belt  from  the  high  speed 
shaft  furnishes  the  current  for  electric  ignition  with  a  storage 
battery  reserve.  The  vehicle  carries  a  gasoline  charge  for 
a  run  of  75  miles.  Maximum  speed  20  miles  per  hour. 

In  Fig.  182  is  illustrated  the  controlling  and  starting  gear 
of  the  Hertel  motor,  consisting  of  an  operating  lever  with  a 
central  rod  having  a  vertical  motion  controlled  by  a  pin  on 
the  vertical  rod  traversed  by  a  helical  slot  in  the  handle. 


246 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


The  handle  having  a  rotary  motion  with  an  index  on  top  to 
gauge  the  position  of  the  charging  valve.  The  helical  slot  is 
shown  in  the  handle  at  the  right.  The  small  hand  clip  when 
closed  upon  the  handle  lifts  the  rod  linked  to  it  and  the  stop 
on  the  starting  pawl,  when  the  pawl  drops  into  the  teeth  of 
the  geared  crank  wheel  and  a  fore  and  aft  motion  of  the 
lever  starts  the  motor  in  motion  ;  at  the  same  time  a  twist  of 
the  handle  by  the  hand  opens  the  gasoline  regulating  valve 
by  the  movement  of  the  rod  and  attached  bell  crank,  shown 
at  the  left  in  Fig.  182,  by  which  the  long  lever  shown  at  the 
bottom  of  the  cut,  is  given  a  horizontal  movement  that  oper- 


FIG.  183. — THE  HERTEL  DRIVING  GEAR. 

ates  the  plunger  in  the  gasoline  regulating  valve  shown  at 
the  lower  left  hand  corner  in  the  cut. 

The  same  movement  of  the  hand  clip  also  releases  the 
small  hook  pawl  from  the  lever  of  the  rock  shaft  which 
makes  contact  of  the  V  driving  pulley  with  the  friction  rim 
of  the  vehicle  wheel,  thus  allowing  the  motor  freedom  to 
start.  When  the  motor  is  started  the  hand  clip  is  released  ; 
the  springs  draw  the  rod  down,  throws  up  the  starting  pawl 
and  locks  the  hook  pawl  in  the  arm  of  the  rock  shaft  control- 
ling the  contact  of  the  V  driving  pulley  with  the  wheel  rim 
of  the  carriage.  The  mechanism  of  the  driving  pulley  is 
shown  in  Fig.  183.  On  one  end  of  the  counter  shaft  is  a  link 


GASOLINE    MOTOR   CARRIAGES.  247 

connecting  it  to  the  rock  shaft  arm  and  the  brake,  which  is 
also  operated  by  an  extreme  backward  movement  of  the 
hand  lever. 

One-half  of  the  V  driving  pulley  is  fixed  to  the  shaft,  the 
other  half  is  closed  by  a  spring,  so  that  for  slow  motion  and 
a  hard  pull  for  up  grades  a  strong  pressure  forward  on  the 
handle  bar  presses  the  contact  of  the  V  pulley  well  towards 
its  center  and  thereby  increases  its  pressure  and  power. 

For  applying  the  brake  a  backward  pull  of  the  hand  lever 
releases  the  contact  of  the  driving  V  pulley  and  brings  the 
brake  arm  in  contact  with  the  wheel  tire. 

THE   WINTON   MOTOR   CARRIAGES. 

In  Fig.  184  is  illustrated  a  line  of  the  hydro-carbon  motor 
carriages  of  the  Winton  Motor  Carriage  Company,  of  Cleve- 
land, Ohio,  in  which  a  "  Fire  Chief's"  fast  wagon  takes  the 
lead  followed  by  two  phaetons  and  a  line  of  delivery  wagons. 
In  Fig.  185  is  illustrated  their  latest  design  of  a  phaeton,  and 
in  Figs.  1 86  and  187  two  models  of  their  delivery  wagon. 
The  long  run  of  a  Winton  phaeton  from  Cleveland,  O.,  to 
New  York  in  May,  1899,  seems  to  have  established  the  sta- 
bility of  the  Winton  type  for  hard  work  on  rough  roads. 
The  enduring  qualities  of  its  motor  and  running  gear  was 
proved  by  the  trip  of  over  700  miles  in  47^  hours  running 
time,  averaging  nearly  15  miles  per  hour,  and  making  at 
times  25  miles  per  hour. 

Many  improvements  in  the  details  of  the  motor  and  run- 
ning gear  have  been  made  during  the  past  year  towards  sim- 
plicity and  automatic  adjustment  of  parts,  ease  of  access,  bal- 
ancing of  motor  and  convenience  in  handling  that  has 
brought  the  "  Winton  Vehicles  "  to  the  front  among  all  of 
the  automobiles. 

In  the  delivery  wagons,  as  also  in  the  lighter  carriage 


248 


HORSELESS  VEHICLES  AND  AUTOMOBILES. 


VI 

§ 

be 
9 

to     ^» 

II 


O        <L> 

*  3 

g 

S 

< 


GASOLINE   MOTOR  CARRIAGES. 


249 


250 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


the  driving  mechanism  is  snugly  concealed  in  the  body  of  the 
vehicle.  The  wheels  are  32  inch  diameter  front  and  36  inch 
rear,  orovided  with  3-inch  pneumatic  tires,  which  are  prac- 


-• 


FIG.  1 86. — THE  LIGHT  DELIVERY  WAGON. 


FIG.  187, — THE  HEAVY  DELIVERY  WAGON. 

tically  puncture-proof.  Ball  bearings  are  used  at  all  import- 
ant points,  thus  securing  the  greatest  possible  freedom  from 
friction  and  wear. 


GASOLINE    MO  LOR   CARRIAGES. 


251 


In  Fig.  1 88  is  illustrated  the  general  plan  ol  the  running 
gear,  in  which  it  will  be  readily  observed  that  the  main  driv- 
ing speed,  as  well  also,  the  intermediate  and  backing  speeds, 
are  operated  by  friction  disks  through  the  operation  of  two 
hand  levers.  A  third  hand  lever  being  used  for  steering,  all 
placed  convenient  for  the  driver  on  the  right  hand  side  of 
the  vehicle. 

The  brake  pulley  is  placed  on  the  counter-shaft,  with  its 


FIG.  1 88. — THE  WINTON  RUNNING  GEAR. 

brake  strap  operated  by  an  arm  on  a  supplementary  shaft, 
which  also  carries  the  arm  that  operates  the  motor  friction 
disks,  so  that  by  a  single  movement  from  the  vertical  to  the 
rear  of  the  operating  hand  lever  the  motor  is  disconnected 
and  the  brake  applied.  The  other  hand  lever  being  used 
for  change  speed  and  backing.  The  motor  which  is  of  the 
single  hydro-carbon  type  is  well  balanced  to  give  the  vehicle 
freedom  from  vibration,  and  which,  by  the  gasoline  charge 


252  HORSELESS  VEHICLES  AND   AUTOMOBILES. 

control,  has  a  variable  speed  from  200  to  900  revolutions  per 
minute,  thus  giving  easy  grades  in  changing  the  speed  of 
the  vehicle. 

Among  the  improvements  that  have  been  lately  put  on  the 
new  Winton  carriages  may  be  mentioned  an  automatic  oiler, 
oiling  all  bearings,  and  iron  composition,  instead  of  bronze 
boxes.  Instead  of  working  on  an  arm,  as  in  the  earlier 
vehicles,  the  counterbalance  now  works  in  a  direct  line, 
obviating  up  and  down  vibration.  The  gasoline  feed  has 
been  simplified,  and  is  coupled  direct  to  the  valve  stem.  All 
the  machinery  is  more  accessible,  and  a  more  convenient 
mode  of  adjustment  has  been  adopted.  Phosphor  bronze 
gears  are  used,  and  a  new  tubular  water  tank  greatly  assists 
radiation,  rendering  a  small  supply  of  water  sufficient. 

The  phaeton  carries  a  supply  of  gasoline  for  a  run  of  75 
miles  at  a  cost  of  about  one-half  cent  per  mile. 

The  Winton  Company  also  make  an  elegant  top  surrey 
on  the  same  lines  of  finish  as  the  phaeton,  which  will  become 
very  popular  for  touring  parties. 

VEHICLES   OF  THE   AUTO     CAR    COMPANY   AND   THE   PITTSBURG   MOTOR 
VEHICLE    COMPANY. 

These  companies  are  now  merged  in  the  latter  named 
company,  with  their  main  office  and  works  at  Swiss- 
vale,  Pa. 

In  Fig.  189  is  illustrated  their  top  buggy,  or  runabout,  a 
light  running  vehicle,  highly  finished,  and  well  adapted  for 
a  physician  or  business  man.  Weight,  500  pounds. 

In  Fig.  190  is  illustrated  their  park  trap,  an  elegant 
vehicle  for  ladies'  use.  It  is  handsomely  upholstered,  and 
has  a  graceful  and  finished  design.  It  weighs  800  pounds. 

This  company  also  make  a  delivery  wagon  of  light  and 
neat  design. 


GASOLINE   MOTOR   CARRIAGES.  253 

The  motors  are  of  the  four-cycle  type,  two  in  number, 
placed  end  to  end,  on  cranks  180°  apart,  thus  balancing  all 
parts  of  the  motor  and  eliminating  the  usual  vibration  of 
single  cylinder  motors. 

The  cylinders  of  the  light  carriages  are  ribbed  and  so 
placed  as  to  receive  a  free  circulation  of  air  for  cooling  the 
cylinder.  The  motors  of  the  heavier  vehicles  are  water- 
jacketed  and  connected  to  a  water  tank  under  the  foot- 
board, which  is  perforated  with  50  i-inch  copper  tubes,  so- 
arranged  as  to  condense  the  water  vapor  in  the  tank,  and  to 
keep  the  water  at  the  proper  temperature  for  cooling  the 
cylinders.  The  cooling  water  is  circulated  by  a  small  cen- 
trifugal pump. 

The  power  is  transmitted  from  the  engine  shaft  direct  to 
the  rear  axle  by  chain  and  sprockets.  The  rear  axle  sprocket 
contains  the  differential  gear,  and  a  brake-band  wheel,  with 
an  additional  brake  on  the  motor  shaft,  which  is  controlled 
by  the  same  lever  that  controls  the  speed  of  the  motor; 
the  other  brake  is  operated  by  a  foot  pedal. 

The  speed  of  the  motor  is  further  regulated  by  delaying 
the  time  of  ignition,  which  is  by  the  electric  spark  from  a 
small  generator,  which  also  charges  a  storage  battery  for 
starting  the  motor. 

When  the  motor  reaches  its  full  speed  the  storage  battery 
connection  is  automatically  changed  when  the  surplus  cur- 
rent recharges  the  battery. 

All  parts  of  the  motor  not  exposed  to  heat  are  made  of 
aluminum,  thus  making  the  motor  as  light  as  it  seems  pos- 
sible for  this  type  of  prime  mover.  A  special  slow  speed 
gear  is  provided  for  hill  climbing,  which  is  quickly  thrown 
in,  and  allows  of  the  full  power  of  the  motor  to  be  used  for 
the  steepest  road  grades  at  a  slow  speed  of  the  vehicle.  An 
indicator  card  from  this  motor  shows  faultless  lines  of  com- 


254  HORSELESS   VEHICLES   AND   AUTOMOBILES, 


GASOLINE   MOTOR   CARRIAGES. 


255 


256  HORSELESS  VEHICLES  AND   AUTOMOBILES. 

pression  and  expansion.     Compression,  75  pounds  ;    ignition 
pressure,,  250  pounds ;  exhaust,  20  pounds. 

VEHICLES    OF   THE     DURYEA    MANUFACTURING    COMPANY, 
SPRINGFIELD,    MASS. 

In  Fig.  191  is  illustrated  the  speedy  automobile  that  won 
prizes  in  England  in  1896,  and  in  the  Cosmopolitan  race  in 
New  York.  The  vehicles  of  this  company  are  operated 
by  two  or  three-cylinder  gasoline  motors,  with  belts  and 
clutch  change  gears  on  a  counter  shaft,  with  sprocket  and 


FIG.  191. — ONE  OF  THE  WINNERS. 

chain    transmission  to  the  compensating  gear   box  on  the 
bisected  driving  axle. 

The  frames  of  the  vehicles  are  made  of  steel.  The  wheels 
have  wood  spokes,  with  2^-inch  pneumatic  tires,  30  inch 
front,  34  inch  rear  wheels;  speeds,  variable,  5,  10  and  20 
miles  per  hour,  and  can  reach  30  miles  per  hour  on  asphalt 
roads.  The  motors  are  independent,  so  that  a  disabling 
of  one  does  not  disable  the  carriage.  These  vehicles  have 
a  tank  capacity  for  8  gallons  of  gasoline,  sufficient  for  more 
than  a  100  miles  run. 


GASOLINE   MOTOR   CARRIAGES.  257 

MOTOR      VEHICLES      OF      THE     DURYEA      MANUFACTURING      COMPANY, 

PEORIA,     ILL. 

The  gasoline  motor  vehicles  of  the  Peoria  Company  seem 
to  have  had  a  marked  success  in  their  endurance  and  speed 
qualities,  as  shown  in  the  results  of  the  Chicago  Times-Herald 
race  in  1895,  the  Cosmopolitan  race  in  1896  and  the  Liberty 
Day  run  in  England  against  the  winners  in  the  French  races. 
The  low  three  wheel  vehicles  or  tricycles  are  the  favorite 


FIG.  192.  -THE  DURYEA  RUNABOUT. 

styles  made  by  this  company,  and  seem  to  meet  all  objec- 
tions. It  is  light,  quickly  mounted  and  carries  sufficient 
piower  for  the  medium  roads  of  the  country,  even  in  snowy 
and  muddy  weather. 

In  Fig.  193  we  illustrate  two  of  their  three  wheelers, 
plowing  through  a  lo-inch  snow,  and  in  Fig.  194  the  same 
style  of  vehicle  pushing  its  way  through  Illinois  mud.  In 
Fig.  192  is  illustrated  the  same  style  of  vehicle  mounted 


258 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


with  two  forward  wheels  to  suit  the  taste  of  parties  that 
think  two  wheels  are  better  than  one  for  steering  or  for 
appearance.  . 

The  Park  tricycle  or  motor  trap  with  canopy  top,  Fig. 
195,  is  made  with  two  or  with  one  seat  as  desired.  The  sin- 
gle steering  wheel  is  light,  clean  and  less  complicated,  less 


FIG.  193. — THE  DURYEA  IN  SNOW. 

in  the  way  in  mounting,  and  can  be  handled  more  easily  and 
quickly  than  two  wheels. 

Fig.  196  is  an  outline  plan  of  the  vehicle  and  location  of 
the  mechanism. 

The  motor  is  placed  horizontally  under  the  front  seat,  and 
consists  of  three  cylinders  4%  x  4^  inches,  with  a  flywheel  16 
inches  diameter  weighing  80  pounds ;  the  motor  complete, 
including  fly  wheel,  weighs  200  pounds,  and  is  of  6-horse 
power. 


GASOLINE    MOTOR   CARRIAGES. 


259 


A  single  feed  pipe  supplies  all  three  cylinders  at  head  of 
motor.  A  single  exhaust  chamber,  lying  on  top  of  the 
cylinders,  carries  the  gases  to  a  single  muffler.  A  single 
insulated  wire  carries  the  electric  current  for  sparking 
A  single  set  of  cam  shaft  gears  operates  all  the  valves 
and  sparkers.  A  single  water  jacket  and  water  tank  keeps 
the  motor  cool ;  while  the  added  parts  to  make  three 


FIG.  194. — THE  DURYEA  ON  A  MUDDY  ROAD, 

cylinders  are  duplicates  of  the  parts  required  in  a  single 
cylinder. 

A  fuel  tank  under  the  front  floor  carries  sufficient  ordinary 
stove  gasoline  for  one  hundred  to  two  hundred  miles'  driv- 
ing, while  the  water  tank  under  the  rear  seat  insures  the 
motor  against  overheating. 

The  motor  is  throttled  like  a  locomotive,  and  speeds  from 


260 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


three  to  thirty  miles  per  hour  may  be  had  on  good  roads  by 
a  simple  turn  of  the  wrist.  For  mud  or  hill  climbing  a 
special  power  gear  on  the  motor  shaft  is  provided,  giving 
three  times  the  power  at  one  third  the  speed,  either  for- 
ward or  backward  as  desired. 
The  controlling  lever  centrally  placed  gives  absolute  con- 


isp 


•1   & 


- 


FIG.  195. — THE  DURYEA  PARK  TRICYCLE. 

trol  of  the  vehicle  in  one  hand  and  by  either  rider.  The 
lateral  swing  of  the  lever  steers,  twisting  the  handle,  throt- 
tles the  motor,  while  a  vertical  motion  starts  and  changes 
the  speed.  These  movements  are  as  easy  as  guiding  a  sad- 
dle horse,  and  their  effect  upon  the  vehicle  is  instantaneous, 
so  that  these  machines  are  much  safer,  although  driven  at 
high  speed,  than  horse  vehicles. 


GASOLINE    MOTOR   CARRIAGES. 


26l 


The  central  foot  brake  gives  further  ability  to  stop,  and  a 
heel  pedal  operates  the  reverse  or  back  motion.  The  total 
weight  is  but  about  seven  hundred  pounds  empty,  and  the 
large  power  is  sufficient  to  drive  the  vehicle  over  any  roads 
passable  by  ordinary  traffic. 

In  their  lighter  vehicles  a  starting  stirrup  is  used  by  the 
foot,  which  by  pushing-  downward  starts  the  motor,  thus 
avoiding  the  soiling  of  the  hand  in  applying  a  crank  to  the 


FIG.  196. — THE  DURYEA  MOTOR  WAGON  PLAN. 


motor  shaft.  In  the  larger  vehicles  a  crank  is  used.  The 
electric  ignition  is  obtained  direct  from  a  generator  driven 
by  a  belt  from  the  fly  wheel.  A  mixer  or  atomizer  under 
the  control  of  the  hand  on  the  steering  lever  controls  the 
speed  of  the  motors  by  the  quantity  of  charge  admitted  to 
the  cylinders. 

In  Fig.  196  it  is  noted  that  the  reversing  gear  is  contained 
in  the  power  drum,  and  the  differential  gear  is  in  the  large 
sprocket  wheel  on  the  axle. 


262  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

VEHICLES   OF   THE    DETROIT     AUTOMOBILE   COMPANY,  DETROIT,    MICH. 

This  company  has  brought  out  a  line  of  gasoline  motor 
vehicles  that  make  a  complete  outfit  for  all  the  wants  of  au- 
tomobile work  for  pleasure  or  business.  Fig.  197  illustrates 
their  Runabout. 

The  general  outline  and  finish  of  all  their  vehicles  are  de- 
signed with  similar  parts  and  the  running  and  motor  gear 
are  interchangeable  on  all  the  light  carriages. 

The  touring  cart  is  a  convertible  vehicle  most  desirable 
for  its  kind.  In  place  of  the  rear  box  for  parcels  or  hand 
grip,  its  removal  gives  place  for  a  trunk,  or  a  seat  may  take 
its  place  and  you  have  a  stylish  dos-a-dos. 

The  suspension  steel  wheels  and  rubber  tires  are  alike  in 
all  their  carriages  and  the  forward  steering  wheels  are 
pivoted  at  the  hubs. 

Among  the  distinctive  features  of  these  vehicles  are,, 
the  single  lever  which  by  a  forward  and  backward  movement 
through  the  space  of  about  12  inches,  starts  the  engine,  and 
controls  the  forward  speeds  and  the  backup,  doing  away 
with  the  confusion  arising  from  a  multiplication  of  levers. 

The  automatic  feeding  device  gives  perfect  combustion 
at  any  speed,  leaving  no  odor  from  unconsumed  gases. 

A  perfectly  balanced  engine,  with  absolutely  no  vibration. 

A  device,  actuated  by  a  button  under  the  foot,  which  con- 
trols the  speed,  which  may  be  varied  from  a  slow  walk  to 
about  40  miles  per  hour,  for  the  pleasure  vehicles. 

An  absolutely  new  sparking  device,  which  is  positive,, 
never  fails,  and  is  practically  indestructible. 

Every  part  is  encased  and  is  dust  and  water  proof. 

No  chains  or  belts  of  any  kind,  the  driving  gear  being 
connected  direct  to  the  rear  axle,  through  the  compensating 
gear. 

A  flexible  yet  rigid  frame. 


GASOLINE    MOTOR   CARRIAGES. 


FIG.  197. — THE  RUNABOUT. 


FIG.  198. — THE  TOURING  CART 


264  HORSELESS   VEHICLES   AND   AUTOMOBILES. 


FIG.  199. — THE  TOP  PHAETON. 


FIG.  200. — THE  TRAP. 


GASOLINE  MOTOR  CARRIAGES. 


265 


FIG.  201. — THE  SURREY. 


FIG.  202. —THE  DELIVERY  WAGON. 


266  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

The  style  and  finish  of  these  vehicles  are  most  acceptable 
to  good  taste  in  the  purchasers  of  the  automobile  type  of 
pleasure  carriages. 

The  delivery  wagon  is  built  on  the  same  lines  as  their 
other  vehicles  in  motor  and  running  gear,  and  is  a  light  and 
quick  moving  vehicle  for  light  trade. 

THE  GENERAL  POWER  COMPANY  AUTOMOBILE  MOTOR. 

The  general  public  is  now  becoming  familiar  with  the  rela- 
tive advantages,  as  well  as  the  limitations  of  each  special 
type  of  motor  used  in  automobiles. 

A  recent  occurrence  in  India  calls  attention  to  the  form 
of  fuel  commonly  used  in  internal  combustion  motors.  The 
Autocar  stated  that  a  recent  consignment  of  "  petrol"  or 
naphtha  automobiles  was  refused  admission  to  India  by 
the  British  Customs  authorities,  in  consequence  of  the 
alleged  danger  attending  the  use  of  the  required  fuel. 

It  is  not  difficult  to  determine  what  qualities  are  required 
in  a  satisfactory  fuel  for  internal  combustion  engines  for 
automobiles. 

Engines  of  this  character,  in  order  to  be  generally  avail- 
able, must  utilize  some  form  of  liquid  fuel  that  is  obtainable 
in  all  localities. 

The  fuel  adopted  must  be  a  low  cost  one,  if  the  automobile 
is  to  be  commonly  used  for  commercial  purposes. 

The  ideal  fuel  should  have  the  highest  possible  thermo- 
dynamic  value  per  given  unit  of  weight. 

Although  last  named,  safety  is  an  element  of  the  first 
importance  in  a  fuel  intended  for  universal  use. 

To  recapitulate,  the  perfect  fuel  for  vehicles  of  all  kinds 
(i)must  be  obtainable  everywhere ;  (2)  must  be  liquid  in  form  ; 
(3)  must  be  low  cost ;  (4)  must  have  the  highest  possible 
thermodynamic  value  ;  (5)  must  be  safe. 


GASOLINE   MOTOR   CARRIAGES.  267 

Only  one  such  fuel  exists.  It  is  that  safe  product  of 
petroleum  prepared  for  illuminating  purposes,  and  known 
commercially  as  mineral  oil,  called  in  some  parts  of  Europe, 
paraffine,  and  known  throughout  America  as  kerosene. 

The  following  table  shows  its  superiority  over  other  well- 
known  forms  of  stored  energy  : 

DYNAMIC   VALUE   OP  UNIT   WEIGHT   OF   VARIOUS   SOURCES 
OP   POWER. 

A  good  battery  will  store     ....  15,000  ft.  Ibs.  per  Ib.  battery. 

Liquefied  air  expanded  from  2,000 
Ibs.  down  to  atmospheric  pres- 
sure, under  ideal  conditions,  would 
develop 139,100  ft.  Ibs.  per  Ib.  air. 

Coal  of  14,600  B.  T.  U.,  used  in  a 
steam  plant  of  12%  per  cent, 
efficiency,  would  yield  ....  1,408,000  ft.  Ibs.  per  Ib.  coal. 

Petroleum  oil  of  20,700  B.  T.  U.,  con- 
sumed in  an  explosive  engine  of 
30  per  cent,  efficiency,  would 
yield 4,794, 120  ft.  Ibs.  per  Ib.  oil. 

Thus  it  will  be  seen  that  one  pound  of  petroleum  or 
refined  kerosene  oil  used  to  produce  power  in  an  internal 
combustion  oil  engine  develops  far  more  mechanical  energy 
than  an  equal  weight  of  any  other  medium,  either  for  pro- 
ducing or  storing  power. 

In  consequence  of  the  wastefulness  incident  to  all  small 
steam  engines,  the  fuel  required  for  a  steam  wagon  for  a 
trip  of  50  miles,  will  cover  five  times  that  distance  when 
used  in  an  internal  combustion  motor. 

It  requires  35  pounds  of  liquefied  air,  and  more  than  300 
pounds  of  storage  battery  to  equal  the  power  obtainable 
from  one  pound  of  kerosene  oil,  costing  about  one  cent.  As 
a  reservoir  of  power,  one  gallon  of  oil  is  superior  to  one  ton 


268  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

of  storage  battery.  If  air  could  be  compressed  to  lique- 
faction and  supplied  gratuitously  to  consumers  the  extra 
cost  of  storage  and  transportation  would  render  it  inferior 
in  economy  to  commercial  mineral  oil.  In  fact,  kerosene  is 
simply  gaseous  solar  energy,  having  the  capacity  of  liquefy- 
ing at  ordinary  temperatures. 

Domestic  kerosene  of  120  degrees  Fahr.  flash  and  150 
degrees  Fahr.  fire  test  has  a  specific  gravity  of  about  0.785, 
and  one  gallon  will  equal  8.33  x  .785  =  6.539  pounds. 
B.  T.  U.  per  gallon  ==  135,357- 

Petroleum  and  all  its  products  possess  practically  the 
same  calorific  value  per  pound  weight.  The  weights  of  the 
different  products  vary,  and  consequently  the  calorific  value 
is  not  uniform  per  gallon,  but  it  is  uniform  per  unit  of 
weight.  The  best  authorities  give  the  heat  units  in  a  pound 
of  petroleum  as  21,000.  At  60  degrees  Fahr.  86°  Baume 
gasoline  weighs  88.4  ounces  per  gallon.  In  other  words,  the 
calorific  value  of  a  gallon  of  86°  gasoline  is  to  the  value  of  a 
gallon  of  kerosene  oil  as  88.4  is  to  104,  therefore  gasoline  has 
1 8  per  cent,  less  value,  gallon  for  gallon,  for  fuel  purposes 
than  kerosene  oil. 

It  is  thus  evident  that  even  where  gasoline  is  obtainable 
and  safety  ignored,  the  selling  price  per  gallon  should  be  18 
per  cent,  less  than  kerosene  in  order  to  produce  power  at 
the  same  cost  as  kerosene.  Thus,  if  kerosene  can  be  pur- 
chased at  10  cents  per  gallon,  gasoline  should  be  purchas- 
able at  8.2  cents  per  gallon  in  order  to  compete. 

It  is  well  known,  however,  that  gasoline  is  always  higher 
in  price  than  kerosene,  though  lower  in  thermal  units. 

The  General  Power  Company,  of  100  William  Street,  New 
York,  is  making  a  specialty  of  employing  the  "Secor" 
method  of  utilizing  oil  of  high  fire  test  for  motors  for  all 
power  purposes. 


GASOLINE   MOTOR  CARRIAGES. 


269 


FIG.  203. — THE  KEROSENE  MOTOR  ELECTRIC  PLANT. 
SECOR  SYSTEM. 


2/0  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

A  recent  successful  adaptation  of  their  system  to  electric 
lighting  is  the  oil-electric  motor  for  isolated  plants. 

The  baffling  problem  of  complete  combustion  of  heavy 
oils  is  practically  solved,  the  exhaust  being  as  colorless  as 
from  a  perfectly-adjusted  gas  engine.  Careful  tests  show 
that  the  direct  connected  electrical  plant  furnished  by  the 
General  Power  Company  possesses  the  following  features, 
viz.:  reliability,  durability,  saving  of  weight  and  space,  low 
cost  of  operation,  \ability  to  maintain  uniform  voltage  with- 
out fluctuation,  and  perfect  combustion. 

The  freedom  from  vibration,  and  the  capacity  for  using 
ordinary  illuminating  oil — inherent  features  of  this  system — 
at  once  challenges  the  attention  of  those  interested  in  auto- 
mobiles. 

At  the  urgent  request  of  several  prominent  American 
manufacturers  of  automobiles,  who  foresaw  the  greatly 
enlarged  sphere  of  usefulness  open  to  an  internal  combus- 
tion motor,  embodying  the  "  Secor  system,"  the  General 
Power  Company  undertook  the  production  of  an  automobile 
motor. 

The  Secor  automobile  motor  embraces  three  distinctive 
features :  (i)  it  burns  kerosene;  (2)  it  is  reliable  in  operation; 
(3)  it  is  free  from  vibration. 

In  regard  to  the  first  feature,  it  should  be  stated  that  per- 
fect combustion  is  maintained  through  an  extreme  range  of 
speed  as  well  as  of  power. 

The  importance  of  the  second  distinctive  feature  of  this 
system  can  scarcely  be  overestimated.  The  erratic  behavior, 
and  uncertainly  of  operation  of  internal  combustion  motors 
is  greatly  exaggerated  when  such  motors  are  applied  to 
automobile  use.  Inevitable  atmospheric  changes,  resulting 
in  variation  of  humidity  and  temperature,  not  infrequently 
have  an  unpleasant  effect  on  internal  combustion  motors. 


GASOLINE    MOTOR   CARRIAGES.  2/1 

Referring  to  the  third  special  feature  in  the  Secor  auto- 
mobile motor,  absence  of  vibration,  it  is  well  known  that  the 
ordinary  methods  of  balancing  either  stationary  or  marine 
engines  are  entirely  inadequate  when  applied  to  auto- 
mobiles. 

In  a  wagon  there  is  no  foundation  whatever.  Again  the 
vibration  appears  to  be  increased  by  the  unavoidable  con- 
ditions affecting  an  automobile. 

Inasmuch  as  it  is  impossible  to  supply  a  firm  foundation  to 
a  carriage  motor,  it  became  necessary  to  devise  a  mechani- 
cal arrangement  which  would  absolutely  eliminate  the  recoil 
or  shock  incident  alike  to  the  cannon  and  the  reciprocating 
engine,  caused  by  unbalanced  pressure. 

So  far  as  a  cannon  is  concerned,  if  the  bore  were  continu- 
ous from  end  to  end,  and  the  charge  placed  between  two  can- 
non balls  of  equal  dimensions  and  weight,  each  equally  free 
to  move  in  opposite  directions,  the  recoil  of  the  gun  kself 
would  be  nil. 

The  problem  of  exactly  balancing  the  stresses  of  a  recipro- 
cating engine  is  more  difficult,  however,  by  reason  of  the 
change  from  pressure  on  the  piston  to  torque  on  the  shaft. 

The  Secor  balanced  motor  is  a  successful  solution  of  the 
problem  of  suppressing  vibration  by  balancing  all  stresses 
caused  by  the  expansion  of  the  gases  within  the  cylinder,  as 
well  as  those  stresses  caused  by  the  kinetic  change  from 
reciprocating  to  rotary  movement,  and  the  stresses  due  to 
centrifugal  effect. 

The  method  embodied  in  the  Secor  system  retains  the 
advantages  of  enlarged  radius  of  travel  and  high  speed  of 
carriage  of  the  internal  combustion  motor,  in  combination 
with  the  safety  and  absence  of  vibration  of  the  electrically 
driven  vehicle,  using  at  the  same  time  a  form  of  condensed 
power — kerosene — available  in  all  lands. 


Chapter  XIII. 
ELECTRIC    MOTIVE    POWER   FOR   VEHICLES. 

THE    ELECTRIC   BROUGHAM — A   FRENCH   VICTORIA — THE  JEN- 

ATZY   DOG   PHAETON — THE   KRIEGER  COUPE — THE  JEAN- 

TAUD  CAB  AND  COUPE— THE   PATIN   DOG  CART— THE 

BARROW  ELECTRIC  TRICYCLE— VEHICLES  OF  THE 

UNITED     STATES    AUTOMOBILE    COMPANY — 

ELECTRIC    BROUGHAMS    AND    CABS. 

VEHICLES    OF    THE    GENERAL     ELECTRIC    AUTOMOBILE    COM- 
PANY— THE    ELECTRIC     AUTOMOBILE     AMBULANCE— THE 
WAVERLY  ELECTRIC  MOTOR  VEHICLES — THE   COLUM- 
BIA ELECTRIC  VEHICLES — AUTOMOBILES  OF  THE 
AMERICAN    ELECTRIC   VEHICLE    COMPANY — 
VEHICLES     OF     THE      RIKER     ELECTRIC 
VEHICLE  COMPANY — STORAGE  BAT- 
TERIES AND   GENERATORS. 

THE  WILLARD  AUTOMOBILE   BATTERIES — THE  CARE  OF  AUTO- 
MOBILE  STORAGE  BATTERIES — PRIMARY   BATTERIES    FOR 
ELECTRIC     VEHICLES— AN      ELECTRIC      AUTOMOBILE 
CHARGING  AND  REPAIR  STATION — THE  HYDROM- 
ETER    SYRINGE — THE     "  MULTUM     IN    PAR- 
VO  "    CARRIAGE     LAMP — AN      ELECTRIC 
AUTOMOBILE   TOY. 


CHAPTER  XIII. 

ELECTRIC    MOTIVE   POWER   FOR   VEHICLES. 

The  wonderful  development  of  electrical  appliances  within 
the  past  few  years,  for  power  purposes,  and  their  great 
economy,  adaptability,  and  usefulness  in  that  line,  as  shown 
by  the  universal  adoption  of  electricity  for  the  propulsion  of 
street  railway  cars  also  clearly  demonstrates  the  superiority 
of  electricity  as  a  convenient  and  easily  controlled  power 
for  motor  vehicles,  which  are  now  becoming  so  popular. 

While  the  well-known  trolley  car  takes  its  power  through 
the  overhead  or  underground  wires  and  conductors  from  an 
inexhaustible  source  of  electricity,  the  motor  vehicle  is 
limited  to  the  charge  or  amount  it  can  carry,  in  consequence 
of  the  fact  that  it  is  intended  to  travel  in  places  and  over 
roads  where  there  is  no  continuous  outside  supply  of 
electricity.  Hence  the  means  of  storing  electricity  econom- 
ically in  the  form  of  batteries  is  now  one  of  the  problems 
which  is  undergoing  development. 

New  ideas  are  constantly  being  worked  out,  and  it  is  con- 
fidently expected  improvements  will  continue  by  which 
greater  efficiency  will  result.  At  present  changes  have 
been  made  in  the  construction  of  storage  batteries  whereby 
a  surprisingly  large  quantity  of  active  material  is  put  into 
a  small  space,  and  this  accounts  for  the  neater  appearance 
electric  motor  vehicles  now  possess  over  former  designs. 
It  is  also  a  fact  that  the  aggregate  weight  of  battery  for 


2/6  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

the   amount   of    current   discharge   obtained    is    less   than 
formerly. 

The  factor  of  weight  is  one  of  the  features  in  electric 
vehicles  that  practical  men  are  working  to  overcome,  and  it 
is  said  that  whenever  a  storage  battery  or  a  system  of  stor- 
ing the  electric  current  is  invented  by  which  the  weight  of 
the  battery  is  greatly  reduced,  there  is  certain  to  be  an 
impetus  given  to  electric  motor  vehicle  industry  such  as  has 
never  been  thought  of. 

One  of  the  essential  requirements  in  a  motor  vehicle  is 
that  the  reserve  power  shall  be  instantly  available  for  a 
brief  period  of  time,  as,  for  example,  when  heavy  grades  are 
met  with.  In  a  storage  battery  this  condition  is  perfectly 
met,  the  increase  of  current  demanded  being  readily  given 
off  and  accurately  measured  by  the  ampere  meter,  so  that, 
by  observing  the  latter,  while  traveling  on  an  apparently 
level  road,  one  can  detect  slight  grades  by  the  varying  posi- 
tion of  the  ampere  needle. 

The  battery  may  be  considered  as  an  elastic  equalizer 
capable  of  giving  off,  in  an  instant,  the  amount  of  current 
needed  at  various  times  and  emergencies.  This  makes  elec- 
tricity an  ideal  power  for  vehicles,  for  it  eliminates  the  com- 
plicated machinery  of  either  steam,  gasoline  or  compressed 
air  motors,  with  their  attendant  noise,  heat  and  vibration. 
It  is  not  only  serviceable  as  power,  but  also  as  light  at  night. 

The  electric  vehicle,  since  its  inception,  has  had  scarcely 
a  decade  of  years,  in  which  to  bring  it  to  its  present  efficient 
development.  It  has  been  an  evolution,  gradual,  though 
rapid ;  for  many  have  contributed  to  its  success,  which  has 
finally  placed  on  a  firm  basis  one  of  the  leading  dreams  of 
the  early  inventors  and  engineers  on  the  possibilities  and 
outcome  of  the  rotary  motor.  This  achievement  in  the  line 
of  electric  power  can  hardly  be  overestimated.  Number- 


ELECTRIC   MOTIVE   POWER   FOR  VEHICLES.  2// 

less  inventors  and  engineers  have  struggled,  toiled  and 
finally  passed  with  the  solution  of  the  enchanted  problem  of 
rotary  motion  almost  within  their  grasp  in  other  lines. 

It  remained  for  the  electric  motor  to  give  the  final  and 
complete  solution.  A  rotary  motor  with  no  oscillating  or 
reciprocating  parts  has  at  last  been  developed.  It  delivers 
torque,  pure  and  simple — constant  and  regular,  and  has  a 
capacity  measured  by  its  size,  and  an  efficiency  measured 
by  other  motors,  nothing  short  of  wonderful.  The  motor 
was  simply  ideal. 

At  first  much  was  said  to  the  effect  that  this  motor  was 
not  a  prime  mover ;  but  that  it  had  been  hitched  to  a  primary 
power.  Its  system  of  connection  with  the  prime  source  of 
power  is  at  once  so  complete,  and  its  association  so  intimate 
as  to  perform  more  acceptably  and  economically  than  the 
prime  mover  itself,  and  as  compared  with  the  smaller  sources 
of  power,  its  economy  back  to  the  fuel,  even  at  miles  dis- 
tant, was  found  to  be  superior. 

The  fact  that  the  electric  motor  is  a  rotary  motor,  con- 
tributes to  the  success  of  electric  motor  driven  systems  to  a 
degree  difficult  to  overestimate.  Our  compressed  air 
advocates,  compelled,  as  they  are,  to  use  a  multiplicity  of 
reciprocating  parts  as  motors,  have  made  a  step  backward, 
and  are  certainly  in  the  rear  in  this,  as  in  other  features  of 
their  system. 

The  electric  automobile  coming  upon  the  scene  at  this 
time  falls  heir  to  many  of  the  rich  results  worked  out  in 
connection  with  tramway  traction.  There  are  many  who 
go  so  far  as  to  predict  that  the  younger  claimant  will  dis- 
place the  former  methods,  especially  in  the  lighter  class  of 
street  service,  and  this,  doubtless,  will  be  the  case  to  a  large 
degree  in  the  near  future. 

Electric   railways   are   rapidly    reaching   out  with  wider 


2/8  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

radii  of  operation  and  heavier  and  heavier  equipment,  and 
the  automobile  will  doubtless  have  wide  use  as  supplemental 
to  the  heavier  systems.  In  fact,  co-operation  has  already 
been  proposed  in  a  number  of  instances.  Its  great  flexi- 
bility and  independence  of  track  render  it  the  ideal  urban 
conveyance. 

As  the  perfection  of  the  electric  motor  gave  the  first 
impetus  to  electric  tramway  traction,  so  the  point  now  reached 
in  the  perfection  of  the  storage  battery  will  yield  equal 
results  in  the  field  of  the  electric  automobile.  The  past 
three  years  have  advanced  the  art  remarkably,  and  drawn 
to  it  the  attention  of  both  skill  and  capital,  and  results  have 
followed. 

The  perfected  storage  battery  presents  some  remarkable 
features.  It  even  rivals  the  electric  motor  in  its  fitness  and 
special  adaptability  to  the  automobile  problem.  Its  very 
large  reserve  power  at  instant  command  ;  its  entire  freedom 
from  danger  when  fully  charged  ;  its  almost  constant  pres- 
sure throughout  its  capacity  ;  its  recently  developed  capacity 
for  quick  charging ;  and  ease  with  which  charge  may  be 
obtained  in  almost  any  hamlet  in  the  country,  are  among  its 
advantages. 

Tests  of  the  principal  types  of  storage  batteries  in  use  in 
Europe  as  published  are  trustworthy  as  to  their  specific 
capacity  at  their  various  rates ;  but  their  stability  is  not 
always  assured  under  the  severe  vibration  due  to  vehi- 
cular traffic.  Improvements  are  in  order,  and  progressive 
towards  an  enduring  stability  in  the  electric  storage  bat- 
tery. 

Fortunately  materials  are  at  hand  and  systems  of  devel- 
oping the  plates  are  now  being-  perfected  that  will  render 
them  thoroughly  reliable  and  commercial  to  a  degree  com- 
mensurate with  reasonable  requirements. 


ELECTRIC    MOTIVE   POWER   FOR   VEHICLES.  2/Q 

THE    ELECTRIC    BROUGHAM. 

In  Fig.  204  is  illustrated  an  electric  brougham  or  cab,  in 
which  the  driver's  seat  is  forward,  as  in  the  older  style  of 
cabs.  The  battery  is  placed  beneath  the  cab  floor,  with  a 


FIG.  204. — ELECTRIC  BROUGHAM. 


FIG.  205. — THE  PHAETON. 

drop  floor  to  carry  the  battery  trays.  The  motors  are  geared 
to  spur  wheels  on  the  hubs,  a  French  design. 

The  style  of  automobile  mostly  in  use  in  Europe  and  the 
United  States  is  the  phaeton,  without  or  with  a  top,  and 
which  in  many  vehicles,  are  made  removable  to  suit  the  con- 
ditions of  the  weather.  Others  are  also  provided  with  a 


280 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


temporary  seat  and  foot-board  attachable  at  the  rear,  form- 
ing, practically,  a  dos-a-dos,  thus,  with  a  single  vehicle,  a 
convertible  all-round  establishment  may  be  made  a  great 
convenience  for  a  family,  a  physician  or  business  man. 

A    FRENCH   VICTORIA. 

The  Victoria  of  Bouquet,  Garcin  &  Schivre,  Paris,  France, 


FIG.  206. — VICTORIA  OF  BOUQUET,  GARCIN  £  SCHIVRE. 

is  an  elegant  and  stately  design  for  a  private  pleasure  car- 
riage. It  is  illustrated  in  Fig.  206. 

It  has  a  steel  frame  attached  to  the  running  gear  by  elliptic 
springs,  and  is  arranged  for  interchangeable  bodies. 

The  complete  vehicle  weighs  2,200  pounds,  while  the 
battery  weighs  but  770  pounds,  and  is  placed  in  the 
seat  box  over  the  forward  wheels.  The  motor  weighs 
88  pounds,  is  rated  at  4  horse  power,  and  located  beneath 
the  seat  over  the  driving  wheels.  It  is  geared  to  an  inter- 


ELECTRIC   MOTIVE   POWER   FOR   VEHICLES. 


28l 


mediate  shaft,  with  differential  gear,  and  the  power  trans- 
mitted to  the  carriage  wheels  through  chains  and  sprocket 
wheels.  The  speed  has  seven  changes  up  to  15  miles  per 
hour. 

The  carriage  has  a  total  run  of  60  miles  on   a  single  bat- 
tery charge. 

THE  JENATZY   DOG   PHAETON. 

This  vehicle,  built  by  the  Societe  Generate  des  Transports 


FIG.  207. — JENATZY  DOG-PHAETON. 

Automobile  of  France,  is  a  utility  accommodation  for  two 
to  five  persons.  The  extended  box  at  the  rear  provides  fora 
temporary  seat,  and  encloses  one  battery  and  an  open  type 
motor,  series  wound  and  rated  at  4  horse  power,  with  speed 
regulation  for  3}  and  ;i  miles  per  hour.  The  battery  is  in 
two  groups,  connected  in  parallel  for  the  low  speed,  and  in 
series  for  the  higher  speed.  In  line  with  the  armature  shaft, 
a  second  shaft  is  connected  to  it  by  a  universal  joint,  which 
shaft  carries  two  loose  pinions  meshing  in  gears  keyed  to  the 


282  HORSELESS  VEHICLES   AND   AUTOMOBILES. 

differential  gear  shaft  that  carries  the  driving  sprockets.  A 
clutch  between  the  loose  pinions,  which  are  of  different 
sizes,  changes  the  speed  for  two  rates,  thus  making  four 
speeds  in  all. 

The  battery  is  in  two  groups  of  22  cells  each,  one  of  which 
is  under  the  driver's  seat,  and  the  other  at  the  end  of  the 
box  extension. 

The  steering  is  by  the  forward  wheels,  which  are  pinioned 
at  the  ends  of  a  fixed  axle.  The  pedal  controls  the  band 
brakes  on  the  differential  gear  axle,  and  a  lever  operates  a 
wheel  or  emergency  brake,  not  shown  in  the  illustration, 
Fig.  207. 

THE   KRIEGER   COUPE. 

This  French  carriage  is  a  novelty  in  the  method  of  placing 
of  the  motors,  which  are  fixed  on  the  pivots  of  the  front  steer- 
ing wheels,  and  geared  direct  to  a  spur  wheel  fixed  to  the 
hub  of  each  steering  wheel.  The  motors  are  four  pole,  two 
of  which  are  series  wound  and  the  others  shunt  wound. 

It  would  seem  that  the  position  of  the  motors  attached 
wholly  to  the  steering  pivots  would  injure  them  by  exces- 
sive vibration,  but  lengthy  trials  have  proved  that  the  pneu- 
matic tires  were  fully  equal  to  the  required  protection. 

The  various  conditions  of  grouping  the  batteries  and  the 
field  winding  give  armature  speeds  from  200  to  1,200  revo- 
lutions per  minute,  with  carriage  speeds  up  to  12  miles  per 
hour. 

In  going  down  hill  the  motors  act  as  generators  feeding 
back  to  the  battery. 

Fig.  208  is  an  outlined  front  view,  showing  the  position 
of  the  electric  motors,  and  Fig.  209  is  a  photo  engraved  view 
of  the  coupe. 


ELECTRIC   MOTIVE   POWER  FOR  VEHICLES.  283 


FIG.  208. — KRIEGER  COUPE. 


FIG.  209.— THE  KRIEGER  COUPE. 


284  HORSELESS  VEHICLES  AND   AUTOMOBILES, 


FIG.  210. — THE  JEANTAUD  CAB. 


• 

FIG.  2ii. — THE  JEANTAUD  COUPE. 


1 


ELECTRIC   MOTIVE   POWER  FOR  VEHICLES. 


285 


THE  JEANTAUD    CAB    AND    COUPE. 

In  Fig.  210  is  illustrated  the  Jeantaud  cab,  and  in  Fig.  211 
the  Jeantaud  coupe,  as  built  by  M.  Jeantaud,  Paris,  France, 
and  in  Figs.  212  and  213  are  represented  an  elevation  and 
plan  of  the  running  gear  of  a  Jeantaud  coupe,  but  is  not  the 


FIGS.  212  AND  213. — THE  JEANTAUD  RUNNING  GEAR. 

arrangement  shown  in  the  cab  and  coupe,  Figs.  210  and  21  ir 
which  are  driven  by  chain  and  sprocket  wheels  on  the  differ- 
ential gear  shaft. 

This  allows  of  a  fixed  axle  and  eliminates  the  complication 
of  a  differential  gear  on  a  revolving  axle.  For  these  car- 
riages a  bipolar  motor  of  3^  horse  power,  with  shunt  and 


286  HORSELESS   VEHICLES   AND    AUTOMOBILES. 

series  field  coils,  are  used,  which  gives  speeds  from  3  to  1 1 
miles  per  hour.  The  44  battery  cells  weigh  880  pounds. 
The  elevation  and  plan  of  the  driving  and  steering  gear. 
Figs.  212  and  213,  is  peculiar,  as  the  transmission  is  through 
a  set  of  three  bevel  gears  at  each  side  in  order  to  get 
around  a  centrally  located  steering  pivot,  and  to  make 
drivers  of  the  steering  wheels. 

THE   PATIN   DOG   CART. 

This  French  electric  vehicle  is  somewhat  a  novelty  in  its 
general  appearance,  and  in  the  transmitting  and  regulating 
gear. 
*  In  Fig.  214  is  illustrated  a  general  view. 

The  steering  is  by  a  two-part  vertical  spindle,  with  one 
wheel  for  steering  and  the  other  for  operating  the  con- 
troller. 

The  side  lever,  with  a  latch,  is  for  changing  the  speed  gear, 
and  the  rear  longer  one  is  the  brake  lever.  The  storage  bat- 
tery is  reported  as  a  new  one,  but  not  described. 

The  driving  gear,  Fig.  215,  has  one  intermediary  spur, 
geared  to  the  compensating  gear.  The  motor  pinion  is  a 
multiple  V  friction,  with  two  intermediary  friction  change 
gears. 

The  driving  is  by  a  two-part  shaft  bearing  in  an  offset 
a  fixed  shaft  which  carries  the  motor  and  change  gear.  The 
brake  pulleys  are  fixed  to  the  wheel  hubs,  and  the  springs 
clipped  to  the  offset  shaft. 

The  offset  shaft  or  bar  is  opened  horizontally  into  an  oval 
to  receive  the  compensating  gear,  having  one  each  of  its 
beveled  gears  fixed  to  the  inner  ends  of  the  driving  shafts, 
which  are  also  journaled  to  bearings  on  the  oval  part  of 
the  offset  shaft. 

The  motor  shaft  is  supported  by  arms  from  the  field  poles, 


ELECTRIC    MOTIVE   POWER   FOR  VEHICLES. 


287 


and  carries  a  rimmed  pulley,  concentric  with  which  are 
three  or  four  loose  fitting-  leather  rings  (Fig.  216).  Two 
other  pulleys  of  different  diameters  carr}^  gears  and  are 
mounted  on  an  oscillating  frame,  so  that  the  gears  are  at  all 
times  in  mesh  with  the  main  gear  of  the  differential 
casing,  while  either  of  the  pulleys  themselves  can  be  brought 


FIG.  214. — THE  PATIN  DOG  CART. 


up  hard    against   the   leather  rings    on    the  motor  pulley, 
being  driven  by  the  friction  therewith. 

The  frame  of  the  friction  change  gear  is  pivoted  on  the 
driving  shafts,  and  carries  two  pinions  that  are  in  constant 
mesh  with  the  spur  wheel  of  the  compensating  gear,  shown 
by  the  large  radius  dotted  line.  The  friction  pinion  of  the 


288 


HORSELESS  VEHICLES   AND   AUTOMOBILES. 


ELECTRIC    MOTIVE   POWER   FOR   VEHICLES. 


289 


motor  is  shown  within  the  triangular  space  of  the  frame; 
the  link  rod  being  pivoted  to  a  lug  on  the  frame. 

This  rather  complicated  arrangement  makes  it  possible  to 
change  the  speed-reduction  ratio,  or  to  throw  the  load  on 
the  motor  after  the  latter  has  attained  full  speed.  In  this 
way  a  sudden  pull  can  be  obtained  of  much  greater  intensity 
than  the  motor  would  otherwise  be  capable  of.  There  is  no 
danger  of  breaking  gear  teeth,  as  the  gears  never  separate. 


FIG.  216. — THE  CHANGE  SPEED  GEAR. 

The  motor  is  series  wound,  and  further  speed  variations 
are  obtained  by  changing  the  number  of  field  windings  by 
the  intervention  of  a  controller.  The  usual  band  and  shoe 
brakes  are  present,  and  the  reverse  connection  is  also  used 
as  a  brake. 

THE   BARROW   ELECTRIC   TRICYCLE. 

A  novelty  in  electric  appliances  of  power  for  operating  a 
light  vehicle  is  found  in  the  Barrow  tricycle  (Fig.  2i?X 
In  this  vehicle  the  motor  is  carried  on  the  fork  of  the  steer- 


290 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


FIG.  217. — BARROW 
TRICYCLE. 


ing  wheel,  which  has  an  internal 
toothed  spur  gear  in  which  the 
pinion  of  the  motor  meshes. 

The  storage  battery  is  placed 
under  the  seat  of  the  vehicle  and 
wired  to  the  motor  with  a  flexible 
loop  at  the  fork  swivel.  A  ver- 
tical motion  of  the  steering  handle 
operates  a  brake.  The  controller 
is  placed  under  the  seat  and 


operated  by  a  lever  at  the  side. 

VEHICLES   OP  THE   UNITED   STATES   AUTOMOBILE   COMPANY, 
ATTLEBORO,    MASS, 

In  Fig.  21 8  is  represented  a  new  departure  in  the  design 
and  arrangement  of  the  electric  motive  power  which  has 
many  points  of  advantage  worthy  of  notice. 


FIG.  218.— THE  ELECTRIC  VICTORIA. 

The  outline  of  the  carriage  body  conforms  more  to  the 
usual  forms  of  the  present  style  of  the  horse  vehicle,  but  if 
extended  at  the  rear  gives  room  for  storage  so  little  thought 


ELECTRIC    MOTIVE   POWER   FOR   VEHICLES.  291 

of  in  motor  vehicles.  The  battery  is  suspended  underneath 
the  carriage  body,  thereby  getting  the  centre  of  gravity 
low.  The  carriage  body  is  suspended  on  light,  independent 
springs. 

The  electric  motor  is  mounted  in  the  centre  line  of  the 
rear  shaft  No  compensating  gear  is  used.  The  motor  is 
of  a  new  construction,  in  which  both  the  field  and  armature 
revolve,  one  of  the  driving  wheels  being  fastened  to  the  field 
and  the  other  to  the  armature,  giving  the  necessary  flexi- 
bility in  rotation  of  the  wheels.  The  brake,  which  is  applied 
to  the  hubs  of  the  wheels,  is  of  the  ordinary  band  type. 

The  weight  of  this  carriage  is  about  2,000  pounds,  the 
accumulator  weighing  1,120  pounds.  The  accumulator  con- 
sists of  40  cells,  giving  about  80  volts  when  fully  charged. 
The  motor  shaft  revolves  about  1,000  turns  at  the  highest 
speed,  carriage  being  geared  to  71.  The  carriage  has  three 
forward  speeds,  of  three,  six  and  twelve  miles,  and  two 
backward  speeds  of  three  and  six  miles.  One  charge  is 
sufficient  for  a  3O-mile  run.  It  is  provided  with  volt  and 
ammeter  combined. 

The  steering  is  by  lever  connections  with  hub  pivoted 
gear.  The  wheels  are  of  the  wire  suspension  type  with 
three-inch  pneumatic  tires. 

ELECTRIC     BROUGHAMS   AND    CABS. 

The  electric  broughams  and  cabs  of  the  Electric  Vehi- 
cle Co.,  now  extensively  in  use  in  the  City  of  New  York, 
are  operated  by  two  electric  motors,  one  to  each  forward 
wheel  with  its  pinion  meshed  in  an  internal  spur  gear 
attached  to  each  wheel. 

The  axles  are  both  fixed  and  attached  to  the  vehicle  body 
by  springs,  the  rear  axle  carrying  the  steering  gear,  which 
is  of  the  knuckle  type,  and  operated  by  the  lever  in  front  of 
the  driver's  seat. 


292 


HORSELESS  VEHICLES  AND   AUTOMOBILES. 


The  wheels  are  novel — being  composed  of  sheet  iron 
disks,  dished  with  their  convex  sides  outward  and  closing 
on  a  wooden  rim  on  which  is  fixed  a  crescent  steel  rim  to 
receive  the  tire. 

Fig.  219  represents  a  very  clear  front  view,  and  Fig.  220 
a  side  view  in  outline  of  the  brougham. 


FIG.  219. — THE  BROUGHAM— FRONT. 

Beneath  the  driver's  seat,  laid  horizontally,  is  the  con- 
troller, with  its  lever  rising  on  the  outside  and  at  the  left  of 
the  driver. 

The  brake  is  operated  by  a  lever  and  catch-rack  through 
pull  rods  with  levers  below  the  body  of  the  brougham,  to  a 
pair  of  pulley  straps  with  friction  on  pulleys  fixed  to  the 


ELECTRIC    MOTIVE   POWER   FOR  VEHICLES. 


293 


294 


HORSELESS   VEHICLES -AND   AUTOMOBILES. 


motor  shafts.  The  motors  are  held  by  a  spring  link  to  the 
body  of  the  vehicle. 

The  battery  jars  are  of  hard  rubber,  within  which  the 
plates  are  separated  by  perforated  and  corrugated  hard  rub- 
ber sheets  to  lessen  the  splash  of  the  acid — and  the  whole 
fitted  into  a  tray  to  facilitate  the  removal  of  the  whole 
battery  at  once. 

The  tray  is  lined  with  lead,  with  a  waste  spout  which 
prevents  any  spilled  acid  from  injuring  the  carriage.  The 
battery  equipment  complete  \veighs  about  1,200  pounds. 


FIG.  221. — DIAGRAM  OP  BATTERY  AND  MOTOR  CONNECTIONS. 

The  controller  is  arranged  for  three  speeds,  with  a  re  versing 
switch. 

An  emergency  switch  is  also  provided  to  be  operated  for 
connecting  the  main  current  in  case  of  derangement  of  the 
controller.  The  motors  are  four  polar,  rated  at  2  horse 
power  each,  at  700  revolutions  per  minute,  giving  the  high- 
est vehicle  speed  of  12  miles  per  hour. 

The  controller  is  fitted  with  a  separate  but  interlocking 
reversing  switch,  so  that  the  three  speed  positions  apply  to 
either  forward  or  backward  running.  No  magnetic  blow- 
out is  used  with  this  controller,  and  each  contact  is  made 
doubly  certain  by  the  useof  two  independent  contact  fingers 


ELECTRIC    MOTIVE   POWER   FOR  VEHICLES. 


295 


in  each  division.  The  speed  variation  is  obtained  by  means 
of  a  division  of  the  battery  into  two  groups,  which  may  be 
placed  in  series  or  multiple,  the  third  or  highest  speed 
being  obtained  by  a  rearrangement  of  the  series  field  coils 
of  the  two  motors  from  a  series  to  a  multiple  combination 


FIG.  222.— THE  HANSOM  CAB. 

(see    Fig.  221).     In  the  main   circuit  there  is  also  what  is 
called   an   emergency  switch,  in   such  a  position   that  the 
driver  can  strike  it  with  his  heel  and  open  the  main  circuit 
in  case  for  any  reason  the  controller  becomes  inoperative. 
The  batteries  are  placed  beneath  the  driver's  seat  and  over 


296 


HORSELESS  VEHICLES  AND  AUTOMOBILES. 


the  driving  wheels,  thus  throwing  the  greatest  weight  upon 
the  drivers.  The  panel  doors  in  front,  beneath  the  foot 
board,  make  a  most  convenient  entrance  to  the  battery  box 
for  changing  the  batteries,  which  consists  of  48  cells  of 
chloride  accumulators  of  the  motor  vehicle  type. 


FIG.  223. — THE  HANSOM  CAB. 

The  Hansom  cabs  of  the  New  York  Electrical  Vehicle 
Company  have,  been  placed  in  a  firm  foothold  of  patronage, 
and  with  the  improvements  suggested  by  experience  may 
be  considered  a  fixture  in  New  York  cab  service. 

They  are  illustrated  in  Figs.  222  and  223. 


ELECTRIC    MOTIVE   POWER   FOR  VEHICLES.  297 

VEHICLES   OF   THE   GENERAL   ELECTRIC   AUTOMOBILE    COMPANY, 
PHILADELPHIA,    PA. 

Iii  Figs.  224  and  225  we  illustrate  some  of  the  vehicles 
built  by  this  company. 

I  he  phaetons  for  physicians  and  pleasure  riding  are  in 
design  between  a  doctor's  carriage  and  a  Stanhope,  consist- 
ing of  a  seat  for  two  persons,  with  handsome  upholstery  and 
cushions  side  and  back.  The  battery  compartment  extends 
under  the  seat  and  backward,  with  a  drop-hinged  door  at 


FIG.  224. — VEHICLES  OF  GENERAL  ELECTRIC 
AUTOMOBILE  COMPANY. 

the  rear.  Handsome  lamps,  both  for  electric  light  and 
candles,  are  provided  on  the  sides  of  the  body.  The  running 
gear  consists  of  two  large  rear  and  two  smaller  front  wheels, 
all  of  wood,  and  having  solid  rubber  tires.  The  front  axle- 
tree  is  carried  upon  springs  secured  to  special  iron  exten- 
sions from  the  body,  and  the  wheels  are  turned  for  steering 
by  knuckle  joints  or  side  pivots,  and  moved  by  a  steering 
ever  extending  upward  through  the  body  near  the  dasher, 
and  leading  backward  toward  the  seat.  The  rear  axle  is  also 


298 


HORSELESS  VEHICLES   AND   AUTOMOBILES. 


fixed  and  carried  by  a  similar  set  of  springs.  The  wheels  are 
all  furnished  with  bail  bearings.  These  vehicles  are  designed 
to  give  a  light-weight  etfect,  and  rich  yet  simple  design. 

The  brougham  is  but  very  little  larger  than  ordinary 
types  of  fine  carriages  of  this  class.  In  general  design  it  does 
not  differ  materially  from  the  best  styles  of  Rogers  or  Brew- 
ster  makes,  with  the  exception  of  trie  iront  running  gear, 


FIG.  225. — GENERAL  ELECTRIC  AUTOMOBILE  COMPANY 
DELIVERY  WAGON. 

which  is  made,  similar  to  that  of  the  phaeton,  but  heavier. 
In  this  vehicle  the  knuckle-jointed  axle  or  individual  wheel 
pivot  is  preferred  instead  of  the  fifth-wneel  because  of  light- 
ness, cheapness,  quicker  steering  and  improved  design.  The 
front  wheels  are  smaller  than  the  rear  wheels,  as  is  custom- 
ary. The  axle  boxes  are  provided  with  roller  bearings. 
The  eye  is  not  offended  by  any  abnormal  changes  in  design 


ELECTRIC   MOTIVE   POWER   FOR   VEHICLES.  299 

from  that  it  is  accustomed  to  seeing,  the  company  believing 
that  any  radical  changes  in  design  should  come  by  degrees 
to  avoid  public  aversion  to  riding  in  objectionably  conspicu- 
ous vehicles.  The  motors  are  located  under  the  rear  por- 
tion of  the  body  and  geared  to  the  large  rear  wheels.  The 
batteries  are  placed  within  a  compartment  under  the  floor 
of  the  body,  but  so  shielded  and  worked  into  the  structure 
of  the  carriage  that  it  is  not  perceptible.  This  result  is 
secured  by  having  a  false  floor  and  making  the  doors  fit 
down  over  the  sides  of  the  battery  compartment.  The  front 
projection  upon  which  the  operator's  seat  is  located  is 
arched  in  form,  just  as  in  the  modern  brougham,  and  the 
controller  is  placed  out  of  view  under  the  seat.  The  battery 
compartment  has  the  bottom  hinged  to  drop  on  the  forward 
end,  and  permits  the  batteries  and  the  trays  to  be  withdrawn 
or  inserted.  When  in  position  the  bottom  is  raised  and 
locked  in  place.  The  construction  makes  the  vehicle 
somewhat  shorter  geared  than  a  horse  brougham  of  the 
same  size . 

The  electrical  equipment  of  these  vehicles  consists  of  the 
following:  There  are  44  cells  of  battery  coupled  in  such  a 
manner  that  for  all  normal  work  the  cells  are  maintained  in 
series,  but  for  certain  work,  as  in  mounting  very  steep  and 
short  grades,  or  starting  exceptionally  large  loads,  the 
cells  may  be  temporarily  arranged  in  two  sets,  and  these  put 
in  parallel.  The  batteries  are  automatically  coupled  up  with 
the  motor  circuits  on  the  vehicle,  through  the  media  of  con- 
tact switches,  by  simply  sliding  the  trays  into  the  compart- 
ments. While  the  batteries  are  adapted  to  be  removed  from 
the  vehicle  for  charging,  sockets  are  provided  for  attach- 
ment plugs,  so  that  the  batteries  may  be  charged  while  in 
place,  and  these  plugs  are  so  constructed  that  it  is  impos- 
sible to  make  a  wrong  connection  or  reverse  the  polarit}-. 


300  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

The  motors  are  two  in  number  and  develop  2  horse  power 
each  on  normal  running,  but  may  be  worked  up  to  twice 
that  power  at  800  revolutions  per  minute  for  a  considerable 
period  without  excessive  heating.  They  are  four-polar, 
with  the  armature  shaft  carried  in  roller  bearings,  and  ope- 
rate on  eighty  volts.  The  field  windings  are  divided  into 
two  coils,  so  that  those  of  each  motor  may  be  thrown  in 
series  or  multiple.  The  motors  are  hinged  to  the  rear  axle 
near  the  outer  ends  thereof,  and  are  supported  from  the 
vehicle  body.  The  armature  shafts  extend-  close  to  the 
wheels,  and  are  fitted  with  pinions  of  34-inch  diameter, 
working  on  annular  gears  of  22-inch  diameter,  fastened  to 
the  spoke  arms.  The  gears  are  of  phosphor  bronze  and 
carefully  cut.  The  ratio  is  i  to  6.28. 

The  controller  is  placed  under  the  floor  of  the  phaetons, 
and  under  the  operator's  seat  on  the  box  in  the  broughams, 
and  is  operated  by  a  hand  lever.  It  is  of  the  series-multiple 
type,  adapted  to  give  four  speeds  and  one  brake  position. 
The  first  notch  puts  the  two  motors  in  series  with  the  field- 
magnet  coils  also  in  series.  The  second  notch  maintains  the 
armatures  in  scries,  but  with  the  two  sets  of  field  coils  of 
each  motor  in  each  multiple.  The  third  notch  throws  the 
two  motors  in  parallel,  but  connects  the  two  field  coils  of 
each  motor  in  series.  The  fourth  notch  maintains  the 
motors  in  parallel,  but  also  throws  the  two  field  coils  of 
each  motor  in  parallel.  The  brake  is  set  by  moving  the  con- 
troller lever  the  other  way,  and  throws  the  fields  and  arma- 
tures all  in  series  on  a  short  circuit,  causing  the  machines  to 
.act  as  braking  dynamos.  This  is  only  resorted  to  in  case  of 
emergency  or  in  descending  steep  grades.  A  foot  brake  is 
provided  \vhen  desired  for  ordinary  uses.  In  all  of  the 
working  notches,  one  to  four,  of  the  controller  the  batteries 
are  connected  with  all  of  the  cells  in  series,  giving  a  maxi- 


ELECTRIC    MOTIVE   POWER   FOR   VEHICLES.  301 

mum  voltage  of  88.  On  the  fourth  or  parallel  notch  the 
speed  is  19.8  miles  per  hour.  In  addition  to  the  series-mul- 
tiple controller  there  is  an  electric  switch  for  throwing  the 
battery  cells  in  two  series  of  22  cells  each,  and  these  two  in 
parallel  with  each  other ;  and  this  is  employed  in  connection 
with  the  parallel  arrangement  of  the  motors,  namely,  the 
third  and  fourth  notches  when  the  internal  resistance  and 
counter  electromotive  force  is  lowest.  This  connection  is 
only  used  in  starting  heavy  loads  or  climbing  steep  grades. 

In  addition  to  these  switches  for  controlling  the  speed  and 
braking  there  is  a  separate  hand-controlled  switch  to  reverse 
the  armature  connections  for  running  backward.  In  the 
phaeton  these  various  switches  and  the  controller  lever  are 
arranged  at  the  left-hand  side  of  the  seat  and  extend  up 
through  the  side  rail  and  in  convenient  reach.  This  enables 
the  operator  to  sit  on  the  side  adjacent  to  the  middle  of  the 
road,  and  to  see  more  clearly  for  steering  and  avoiding  col- 
lision with  passing-  vehicles. 

The  delivery  wagons  are  provided  with  a  fifth-wheel 
steering  gear  on  the  front  wheels,  controlled  by  a  small 
hand  wheel  on  horizontal  axis  and  operating-  through  gear- 
ing a  worm  or  tangent  screw,  which  works  in  a  worm  gear 
segment  fixed  to  the  pivoted  axle.  This  method  of  steering 
delivery  wagons  is  preferred,  because  by  it  the  axle  is  always 
locked,  and  excessive  strains  and  jars  cannot  come  upon  the 
operator.  It  is  found  by  experience  that  this  steering  gear 
works  most  satisfactorily.  It  furthermore  enables  the  most 
approved  customary  type  of  spring-body  support  to  be 
employed,  which  is  deemed  advisable,  and  especially  so  for 
vehicles  required  to  carry  heavy  loads.  The  batteries  a*re 
arranged  in  trays,  and  placed  within  a  compartment  under 
the  rear  of  the  body,  and  furnished  with  a  spring  floor  to 
reduce  the  jarring  upon  the  battery  when  traveling  over 


302  HORSELESS  VEHICLES  AND   AUTOMOBILES. 

rough  roads  or  crossing  railroad  tracks.  The  wheels  are 
fitted  with  anti-friction  bearings,  and  the  rear  wheels  are 
independently  driven  by  separate  motors.  The  wheels  are 
of  wood,  with  solid  rubber  tires. 

THE   ELECTRIC   AUTOMOBILE   AMBULANCE. 

The  electric  automobile  ambulance  shown  in  Fig.  226  was 
built  by  F.  R.  Wood  &  Son,  of  New  York  City,  for  St. 
Vincent's  Hospital.  It  is  handsome  in  appearance,  being  well 
finished.  The  openings  are  all  inclosed  with  beveled  plate 
glass  windows,  which  open  or  close  with  ease.  The  vehicle 
is  steered  from  the  front  wheels,  and  is  propelled  by  two  2- 
horse  power  motors,  which  are  suspended  on  the  rear  axle. 
The  current  for  the  motors  is  supplied  by  44  cells  of  storage 
batteries,  and  it  is  managed  by  a  controller  placed  under  the 
seat  entirely  out  of  view.  This  controller  permits  of  three 
speeds  ahead,  6,  9  and  13  miles  per  hour,  and  two  speeds  to 
the  rear,  3  and  6  miles  per  hour.  The-  radius  of  action  of 
the  ambulance  is  25  to  30  miles. 

The  Wood  pedestal  gear  is  used,  making  it  possible  to 
have  the  body  low,  which  is  essential  in  an  ambulance, 
and  adds  to  its  appearance.  All  the  fore  and  aft  bending 
strain  on  the  springs  is  relieved  by  the  pedestals  sliding 
vertically  up  and  down  on  the  pedestal  box.  The  driver  is 
in  immediate  communication  with  the  surgeon  by  the  aid 
of  a  speaking-tube.  The  inside  trimming  is  of  leather,  and 
the  bed  slides  out,  and  being  caught  by  irons,  stands  out 
parallel  with  the  sidewalk,  thus  enabling  a  patient  to  be 
placed  upon  the  bed  without  the  necessity  of  being  jolted, 
which  is  inseparable  to  the  use  of  stationary  beds.  The 
inside  and  outside  electric  lights  are  of  ten-candle  power 
each.  The  mountings  are  all  of  brass. 

The   ambulance   service   in   our   American   cities  is  the 


ELECTRIC    MOTIVE   POWER   FOR   VEHICLES. 


303 


304  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

model  one  of  the  world,  so  that  it  is  little  wonder  that  we 
are  to  have  what  is  probably  the  first  electric  ambulance, 
certainly  the  one  we  illustrate  is  the  first  ever  built  in  the 
United  States.  There  are  many  reasons  why  an  automobile 
ambulance  has  marked  advantages  over  the  horse  vehicles. 
It  is  capable  of  greater  sustained  speed,  and  when  the 
destination  is  reached  no  care  has  to  be  paid  to  the  steaming 
horse,  and  both  surgeon  and  driver  can  devote  their  atten- 
tion to  the  injured  person.  Accidents  to  ambulances  are  of 
frequent  occurrence,  owing  to  their  speed  and  their  right 
of  way,  but  electric  vehicles  can  be  stopped  in  their  length. 
Every  second  is  of  importance  to  an  injured  person,  and 
speed  and  ease  of  riding  will  undoubtedly  soon  make  them 
a  great  favorite  among  hospital  authorities.  Another  feat- 
ure of  interest  is  the  lower  cost  of  maintenance.  An  ambu- 
lance is  usually  idle  twenty  or  more  hours  out  of  the  twenty- 
four,  and  this  gives  ample  time  for  charging  the  batteries. 
There  is  no  time  lost  in  hitching  up,  and  the  stable  may  be 
in  the  hospital  proper,  without  the  dangers  of  stable  odors. 

THE   WA VERIFY   ELECTRIC    MOTOR   VEHICLES. 

We  illustrate,  in  Figs.  227,  228  and  229,  the  electric  motor 
carriages  of  the  Indiana  Bicycle  Company,  Indianapolis, 
Ind.  The  bicycle  experience  of  this  company  has  enabled 
them  to  build  their  carriage  frames  largely  on  bicycle  prin- 
ciples, with  cold  drawn  steel  tubing  and  brazed  joint  fit- 
tings, giving  a  rigidity  to  the  frame  not  to  be  obtained  with 
riveted  or  screwed  joints.  The  wheels  are  wire  spoked  for 
light  vehicles  and  with  ball  bearings.  The  motor  is  of  the 
multipolar  type,  and  is  rigidly  hung  to  the  running  gear. 
The  motor  shaft  is  geared  directly  to  the  two  rear  wheels. 
Each  rear  wheel  is  made  to  revolve  independently  of  the 
other  by  compensating  gears  upon  the  motor  shaft. 


ELECTRIC   MOTIVE   POWER   FOR  VEHICLES.  30$ 

Three  sizes  of  motors  are  used  according  to  the  weights 
of  the  vehicles,  viz.,  one  and  one-half  horse  power  for  the 
runabout,  two  and  one-half  for  the  phaeton  and  Stanhope, 
and  three  and  one-half  horse  power  for  the  delivery  wagon. 

The  battery  consists  of  44  non-polarization  cells  varying 
in  capacity  from  60  to  125  amperes;  the  lightest  weighing 
about  9  pounds  per  cell. 

They  are  arranged  in  four  trays  of  eleven  cells  each,  and 
are  charged  with  a  i  lo-volt  current. 

A  Wattmeter  is  placed  convenient  for  observing  the  dis- 
charge of  the  battery,  enabling  the  operator  to  see  at  a 
glance  the  amount  of  energy  in  store.  A  lever  for  starting 
and  regulating  the  speed  is  placed  at  the  left  side  of  the 
seat  and  connected  with  the  controller  beneath.  A  push 
button  on  the  top  of  the  controller  lever  gives  the  reverse 
motion. 

Each  vehicle  has  five  speeds  forward  and  three  back- 
ward ;  the  forward  speeds  varying  from  three  to  fourteen 
miles  per  hour. 

The  steering  is  by  a  lever  and  shaft  linked  to  the  pivoted 
arms  of  each  wheel,  giving  an  easy  and  natural  motion  for 
the  hand  in  guiding  the  vehicles.  A  band  brake  on  the 
periphery  of  the  compensating  gear  drum  is  operated  by 
the  foot  on  a  pedal  on  the  floor  of  the  vehicle. 

A  safety  lock  switch  is  provided  to  prevent  meddling 
when  the  vehicle  is  left  alone. 

Their  runabout,  Fig.  227,  is  intended  for  two  persons,  but 
has  an  emergency  seat  for  two  more.  It  is  finished  in  elegant 
style,  weighs  about  1,200  pounds,  and  has  a  radius  of  35 
miles  to  one  battery  charge. 

The  Stanhope  or  phaeton,  Fig.  228,  is  a  most  convenient 
and  comfortable  carriage  for  touring  or  for  a  physician.  It 
has  a  2\  horse  power  motor,  with  suitable  battery  for  a 


306 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


ELECTRIC   MOTIVE   POWER   FOR   VEHICLES. 

radius   of  40  miles,  with   a  speed   of  from  12  to    14  miles 
per  hour. 

Fig.  229  is  a  combination  wagon  for  parcel  delivery,  with 
a  running  gear  and  frame  similar  to  the  Stanhope,  and  of 
the  same  power.  The  parcel  hood  is  removable,  as  shown 
in  the  lower  right  hand  corner  of  the  cut,  when  a  very  styl- 


FIG.  228. — THE  WAVERLY  PHAETON. 

ish  runabout  or  pleasure  carriage  is  at  hand,  as  shown  in 
the  upper  right  hand  corner  of  the  cut. 

This  company  also  make  a  brougham,  equipped  with  a  3^ 
horse  power  motor  and  a  44-cell  battery  of  i2O-ampere  hour 
capacity.  It  is  a  stylish  carriage,  with  a  removable  rear  seat, 
and  for  winter  use  is  provided  with  an  electrical  heater. 


308 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


ELECTRIC   MOTIVE   POWER   FOR  VEHICLES. 


309 


3io 


HORSELESS  VEHICLES  AND  AUTOMOBILES. 


Fig.  230  illustrates  the  Waverly  merchandise  delivery 
wagon,  a  heavier  and  more  powerful  vehicle  than  usual,  with 
a  3i  horse  power  motor,  and  a  radius  of  40  miles,  with  a 
speed  of  from  8  to  12  miles  per  hour.  The  wheels  are 
strong,  of  the  wood  spoke  pattern,  with  pneumatic  tires. 

THE    COLUMBIA   ELECTRIC   VEHICLES. 

Prominently  among  American  motor  vehicle  builders  may 
be  mentioned  the  Columbia  and  Electric  Vehicle  Company, 


FIG.  231. — COLUMBIA  ELECTRIC  PHAETON,  MK.  III. 

Hartford,  Conn.,  whose  vehicles  are  manufactured  for  the 
Electric  Vehicle  Company,  100  Broadway,  New  York  City. 
This  company,  by  virtue  of  long  continued  experimentation 
in  the  direction  of  mechanical  road  traction,  has  been  able  to 
place  upon  the  market  vehicles  which  from  the  very  first 
have  been  commercially  successful,  and  have  proved 
popular. 

Among  these,  the  first  style  of  carriage  produced,  known 


ELECTRIC    MOTIVE   POWER   FOR   VEHICLES.  311 

as  Mark  III.,  Fig.  231,  has  come  to  be  generally  recognized 
as  almost  a  standard  type  of  American  electric  vehicle. 
This  carriage,  in  its  latest  design,  is  a  hooded  phaeton,  with 
detachable  rumble  behind.  It  is  superbly  finished  in  black, 
with  panels  of  green,  and  upholstered  in  dark  green  wulfing 
cloth.  The  body  is  mounted  by  means  of  transverse  springs 
on  a  rectangular  frame  of  steel  tubing,  from  which  is  hung, 
just  ahead  of  the  rear  axle,  a  single  25  ampere  motor,  which 


FIG.  232. — COLUMBIA  ELECTRIC  DOS-A-DOS,  MK.  VI. 

in  turn  is  connected  through  the  customary  balance  gear  to 
two  driving  shafts  tsrminating  in  pinions,  the  latter  mesh- 
ing with  external  gears  attached  to  the  wheels.  The  wheel 
base  of  this  carriage  is  65^  inches  ;  the  gauge,  54  inches.  The 
wheels  are  of  wire  suspension  type,  32  and  36  inches  in 
diameter,  equipped  with  3-inch  pneumatic  tires.  Steering  is 
effected  by  means  of  the  usual  individually  pivoted  front 
wheels.  By  the  manipulation  of  the  controller  handle  at  the 
left  of  the  operator,  three  speeds  ahead,  equivalent  to  3,  6 
and  12  miles  per  hour,  and  two  backward  speeds  may  be 


312 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


ELECTRIC    MOTIVE   POWER   FOR   VEHICLES. 


313 


314  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

obtained.  The  batter}*,  consisting  of  44  chloride  cells,  has  a. 
capacity  of  75  ampere  hours  at  a  three-hour  rate,  giving  a 
mileage  of  35  miles  over  ordinary  roads.  The  total  weight 
of  the  finished  vehicle  is  2,570  pounds. 

Another  well-known  style  of  pleasure  carriage,  made  by 
this  company,  is  the  dos-a-dos,  designated  as  Mark  VI.,  Fig. 
232.  The  body  of  this  vehicle,  of  stylish  appearance,  is 
mounted  by  fore-and-aft  elliptic  springs,  over  axles  which 
are  connected  by  rear  bars.  A  single  3O-ampere  motor  is 
employed,  connected  through  a  balance  gear  and  single  gear 
reduction  to  the  rear  wheels.  The  latter  are  of  wire,  32  and 
36  inches  in  diameter,  and  provided  with  3-inch  cushion 
pneumatic  tires.  The  battery  consists  of  44  cells,  arid  when 
discharged  in  three  hours  will  furnish  90  ampere  hours, 
equivalent  to  a  mileage  over  ordinary  roads  of  35  miles. 
The  maximum  speed  is  about  1 1  miles  per  hour. 

In  the  Mark  VI.,  Daumon  Victoria.  Fig.  233,  a  somewhat 
radical  departure  from  the  lines  usually  followed  in  motor 
vehicle  building  has  been  made.  The  battery  is  carried  in 
the  Daumon  boxes,  one-half  directly  over  the  front  axle  and 
half  over  the  rear  axle.  The  vehicle  is  operated  from  the 
driver's  seat  at  the  rear,  the  passengers  being  thus  enabled 
to  obtain  an  unobstructed  view  ahead.  This  seat  also  accom- 
modates a  footman.  The  usual  features,  including  indi- 
vidual pivotal  steering  by  front  wheels,  single  motor  oper- 
ating, through  balance  gear  and  single  gear  reduction,  and 
controller,  affording  three  speeds  by  means  of  different 
groupings  of  the  battery,  are  employed.  The  carriage 
weighs  3,250  pounds,  and  is  capable  of  a  mileage  of  30  miles 
per  charge,  and  the  maximum  speed  of  1 1^  miles  per  hour. 

Their  delivery  wagon  is  built  with  a  special  view  to  severe 
city  delivery  service.  The  finish  of  the  main  panel  is  black, 
the  center  panel  velvet  brown,  and  the  lowest  panel  maroon. 


ELECTRIC   MOTIVE   POWER   FOR   VEHICLES.  315 

The  wheels  are  of  wood,  36-inch  forward  and  42-inch  rear, 
and  are  equipped  with  2^-inch  Kelly  solid  tires*.  The  two 
axles  are  braced  to  the  body  by  means  of  jack  bolts,  no 
reaches  being  used.  The  4O-ampere  motor,  spring  sus- 
pended just  ahead  of  the  rear  axle,  has  bolted  to  it  at  each 
end  a  cast  iron  housing,  completely  enclosing  and  protecting 
the  balance  gear  and  other  working  parts,  and  normally 
develops  about  3^  horse  power.  The  battery  compartment, 
containing  44  cells,  is  depressed  several  inches  below  the 
merchandise  compartment,  allowing  a  carrying  space  of 
approximately  4  feet  by  3^  feet  by  6  feet  clear,  and  designed 
to  carry  a  total  dead  load  of  1,000  pounds.  The  average 
mileage  per  battery  charge  is  25  miles. 

The  Mark  XL,  Brougham-de-luxe,  Fig.  234,  intended  for 
private  use,  is  finished  and  upholstered  in  accordance  with 
the  most  approved  usage.  It  is  rear  driven  by  a  single  40- 
ampere  motor,  the  construction  used  being  similar  to  that 
employed  on  the  delivery  wagon  described  above  ;  steered 
by  means  of  the  front  wheels  from  a  driver's  seat  ahead,  and 
controlled  by  the  usual  three-speed  controller  and  foot- 
operated  band  brake.  Half  of  the  battery  of  44  cells  is 
placed  beneath  the  driver's  seat,  and  half  carried  in  a  com- 
partment above  the  rear  axle.  The  cells  used  have  a 
capacity  of  100  ampere  hours,  and  propel  the  carriage  about 
28  miles  per  charge,  the  maximum  speed  being  about  12 
miles  per  hour.  Wooden  wheels,  36  and  42  inches  in  diam- 
eter, are  used,  provided  with  2^-inch  Kelly  solid  rubber 
tires.  The  interior  is  finely  upholstered  with  the  best 
materials,  and  equipped  with  the  most  modern  conveniences 
of  urban  travel,  including  coach  clock,  reading  light,  driver's 
signal,  etc. 

Two  other  popular  styles  of  vehicle  are  the  small  Victoria^ 
Fig.  236,  and  Runabout,  Fig.  237,  termed  Mark  XII.  The 


3i6 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


ELECTRIC   MOTIVE  POWER  FOR  VEHICLES.  317 


FIG.  236.— COLUMBIA  VICTORIA,  MK.  XII. 


FIG.  237.— COLUMBIA  RUNABOUT. 


318  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

two  carriages  are  similar  in  point  of  running  gear  and  elec- 
trical equipment,  but  the  bodies  are  dissimilar,  conforming 
to  two  well-known  existing  types  of  horse-drawn  vehicles, 
the  Victoria  being  intended  for  ladies'  pleasure  and  park 
driving,  and  the  runabout  for  general  business  and  pleasure 
driving.  Both  are  comfortably  upholstered  and  finely 
finished, — the  former  in  a  bright  automobile  red  'or  dark 
green, — the  latter  in  dark  green.  These  vehicles  are 
equipped  with  28-inch  wire  wheels,  front  and  rear,  provided 
with  3-inch  pneumatic  tires.  The  short  wheel  base  of  about 
five  feet,  and  their  comparatively  light  weight,  make  them 
very  easy  of  manipulation,  while  their  mileage  of  about  30 
miles  per  charge  renders  them  available  for  a  variety  of  pur- 
poses where  a  small  carriage  is  required.  The  single  motor, 
rated  at  20  amperes,  is  swung  from  the  rear  axle,  and  uses 
current  from  the  battery  of  44  cells,  located  in  the  carriage 
body,  and  furnishing  about  45  ampere  hours.  Three  speeds, 
3^,  7  and  14  miles  per  hour  are  provided.  These  carriages, 
together  with  all  vehicles  produced  by  this  company,  are 
equipped  with  combination  volt  and  ampere  meters,  of  great 
value  to  the  operator  in  observing  the  performance  of  the 
carriage,  and  effectually  preventing  an  undue  exhaustion  of 
the  batteries.  These  vehicles  weigh  about  1,900  pounds 
each. 

The  Mark  XI.  Omnibus,  Fig.  235.,  will  accommodate  ten 
passengers  inside  and  three  .on  the  top  seat  outside,  besides 
the  occupants  of  the  driver's  seat.  The  inside  compartment 
is  entered  from  the  rear  by  means  of  two  steps,  and  is  uphol- 
stered in  dark  green  leather,  with  morocco  finish.  The  win- 
dows are  provided  with  silk  shades,  and  the  work  is  finished 
in  cherry,  ash  and  whitewood.  The  interior  is  equipped 
with  electric  lamps,  signal  buttons,  and  other  modern  con- 
veniences. The  wheel  base  of  this  vehicle  is  8  feet,  and  the 


ELECTRIC    MOTIVE    POWER   FOR   VEHICLES.  319 

wheel  gauge  5^  feet.  The  wheels  are  36-inch  front  and  42- 
inch  rear,  and  are  equipped  with  3^-inch  Kelly  solid  rubber 
tires.  Steering  is  accomplished  by  means  of  a  lever,  standing 
normally  parallel  to  the  driver's  seat,  and  capable  of  a  for- 
ward and  backward  movement.  The  customary  foot-oper- 
ated band  brake  is  used,  supplemented  by  an  auxiliary  tire 
brake  applied  to  the  rear  wheels  by  a  hand  lever  at  the 
driver's  left.  The  motor  used,  delivering  normally  3^  to  4 
horse  power,  but  capable  of  temporary  loads  much  greater, 
is  bolted  to  housings  containing  the  differential  gear  and 
other  running  parts,  and  is  spring-suspended  to  relieve  its 
supports  of  sudden  strains.  This  omnibus  has  made  over 
ordinary  roads  and  hills  a  mileage  of  32  miles  on  a  single 
charge,  and  is  capable  of  a  speed  of  slightly  over  9  miles  per 
hour. 

This  company  is  continually  producing  new  types  of 
vehicles,  of  which  the  larger  number  are  electrically  pro- 
pelled, although  several  varieties  of  gasoline  carriages  have 
already  been  built. 

AUTOMOBILES   OF   THE   AMERICAN   ELECTRIC   VEHICLE   COMPANY. 

We  illustrate  seven  of  the  vehicles  of  this  company  who 
are  now  located  at  134  West  38th  street,  New  York  City. 
The  runabout  top  buggy  for  two  persons,  Fig.  238,  with 
pneumatic  tires  ;  motor,  2\  horse-power  ;  wheels,  with  wooden 
spokes,  34  and  36  inch  diameter. 

The  break,  Fig.  239,  for  four  persons,  with  a  motor  of  4 
horse  power ;  wheels  with  wooden  spokes,  34  and  36  inch 
diameter,  and  pneumatic  tires. 

The  Dos-a-Dos,  Fig.  240,  for  four  persons.  Motor,  4 
horse  power;  wooden  spoke  wheels,  34  and  38  inches,  with 
solid  rubber  tires. 

The   mail   phaeton,  Fig.  241,  for  four  persons.     Motor,  4 


320 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


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ELECTRIC    MOTIVE   POWER   FOR   VEHICLES. 


321 


322 


HORSELESS  VEHICLES   AND   AUTOMOBILES. 


ELECTRIC   MOTIVE   POWER  FOR  VEHICLES. 


323 


324 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


ELECTRIC    MOTIVE   POWER   FOR  VEHICLES. 


325 


326 


HORSELESS  VEHICLES  AND  AUTOMOBILES. 


ELECTRIC   MOTIVE   POWER   FOR   VEHICLES.  327 

horse  power ;  wheels,  with  wooden  spokes,  34  and  38  inches, 
with  solid  rubber  tires. 

The  top  surrey,  Fig.  242,  for  four  persons.  Motor,  4 
horse  power;  wheels,  with  wooden  spokes,  34  and  38  inches^ 
with  solid  rubber  tires. 

The  six-passenger  break,  Fig.  243.  Motor,  5  horse  power; 
wheels,  with  wooden  spokes,  34  and  38  inches,  with  solid 
rubber  tires. 

The  delivery  wagon,  Fig.  244,  8  feet  long,  44  inches  wide, 
48  inches  high  inside.  Wooden  spoke  wheels,  34  and  36 
inches,  with  solid  rubber  tires. 

The  feature  of  the  American  Company's  construction,  a 
construction  that  it  was  the  first  to  use,  is  the  single  reduc- 
tion motor  with  hollow  armature  shaft  and  a  single  motor 
equipment.  By  this  hollow  shaft  construction  all  need  of  a 
divided  driving  shaft  is  done  away  with  to  give  greater 
strength  at  this  essential  point.  This  company  is  the  pioneer 
in  its  line  and,  always  in  the  lead,  it  is  now  making  a  better 
vehicle  than  ever  before.  The  storage  battery  used  has 
reached  the  up-to-date  limit  as  a  combination  of  powerful, 
light  and  compact  design  and  construction. 

One  charging  will  run  a  vehicle  35  to  50  miles;  very  few 
private  carriages  would  ever  be  subjected  to  such  a  test. 

The  cost  of  running  is  about  one  cent  a  mile.  The  bat- 
teries can  be  recharged  in  the  carriage,  and  in  about  three 
hours'  time,  shutting  off  automatically  when  filled.  Where  a 
direct  current  is  not  available,  or  where  a  large  independent 
plant  can  be  used  to  advantage,  as  with  a  private  lighting 
plant,  the  running  expense  per  mile  can  be  greatly  reduced. 
The  vehicles  are  furnished  with  a  combination  meter,  by 
means  of  which  the  operator  estimates  the  mileage  capacity 
yet  remaining  in  storage. 

The  storage  batteries  consist  of  42   accumulators  in  hard 


328  HORSELESS  VEHICLES  AND   AUTOMOBILES. 

rubber  cells,  tightly  sealed,  with  lug  connections  burned 
together.  Only  the  best  rolled  lead  is  used,  and  the  motor 
is  a  combination  of  power,  capacity  and  durability  with 
light,  compact  construction. 

The  maximum  speeds  of  the  vehicles  vary  according  to 
their  purpose,  and  can,  in  each  case,  be  regulated  to  meet 
the  demands  of  the  road — two  to  twelve  or  fifteen  miles  an 
hour.  This  is  controlled  by  a  lever  convenient  to  the 
operator's  left  hand.  Powerful  band  brakes,  operated  by  a 
foot  lever,  hold  the  carriage  quickly  and  firmly  on  any 
grade.  With  his  right  hand  the  operator  uses  the  steering 
lever,  the  slightest  pressure  of  which  is  sufficient  to  place 
the  vehicle  exactly  where  he  desires.  A  ball-and-socket 
connection  prevents  the  vibration  of  this  lever  in  his  hand. 
Differential  gearing  adjusts  the  speeds  of  the  rear  wheels 
in  turning  corners.  To  reverse  the  motion  of  the  carriage 
requires  but  the  turn  of  a  little  lever  at  the  driver's  seat. 
This  is  small  enough  to  carry  in  the  pocket,  and  when 
removed  cuts  off  the  current,  thus,  so  to  say,  tying  up  the 
vehicle.  The  motive  power  makes  available  brilliant  elec- 
tric lamps  which  add  to  the  safety  and  beauty  of  the  family 
carriage,  while  the  electrically  illuminated  wagon  sign,  now 
made  possible,  recommends  itself  at  once  to  business  men. 

VEHICLES  OF  THE   RIKER    ELECTRIC   VEHICLE   COMPANY, 
ELIZABETHPORT,    N.   J. 

The  Riker  system  of  electric  power  for  vehicles  is  illus- 
trated in  the  phaeton,  Fig.  245,  and  the  Victoria,  Fig.  246,  each 
having  tangent  wire  spoke  wheels,  32  inches  diameter  front, 
and  36  inches  diameter  rear,  which  are  the  driving  wheels. 

A  single  I J  K.  W.  motor  is  enclosed  in  a  tight  metal  case  ; 
one  side  is  clamped  firmly  to  the  axle  casing,  the  other  side 
is  loosely  secured  on  a  vertical  rod,  but  clamped  between 


ELECTRIC   MOTIVE   POWER  FOR  VEHICLES. 


FIG.  245. — THE  PHAETON. 


> 


FIG.  246.— THR  VICTORIA. 


330 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


two  spiral  springs  inclosing  the  rod  in  order  to  compensate 
for  the  sudden  thrust  or  strain  put  upon  the  motor  when 
the  current  is  quickly  applied,  either  for  going  forward  or 
backward.  The  pinion  of  the  motor  is  made  of  rawhide 
edged  with  metal,  and  meshes  into  the  large  gear  driving 
wheel  on  the  axle. 

These  vehicles  have  three  speeds  ahead  and  two  to  the 


FIG.  247. — THE  RUNABOUT. 

rear,  with  a  maximum  speed  of  12  miles  per  hour,  and  a 
total  mileage  of  25  miles  with  one  charge.  They  are  pro- 
vided with  electric  side  lights,  a  combination  ammeter  and 
voltmeter  in  sight  on  the  dashboard.  Weight  about  1,800 
pounds  each.  Wheel  base,  63  inches;  tread,  50 inches. 

The  Runabout,  Fig.  247,  is  a  lighter  vehicle,  with  28-inch 
front,  and    32-inch  rear  wheels;    base,  50  inches;  tread,  4& 


ELECTRIC    MOTIVE   POWER  FOR  VEHICLES. 


331 


inches  ;  weight,  1,300  pounds.  Two  motors,  of  f  K.  W.  each, 
are  geared  to  a  spur  wheel  on  each  hub,  having  three  speeds 
forward  and  two  to  the  rear.  A  maximum  speed  of  10  miles 
per  hour,  with  a  total  mileage  of  25  miles  per  each  charge. 

Electric  side  lights,  a  combination  volt  and  ammeter  com- 
pletes the  rig. 

The  Dos-a-Dos,  Fig.  248,  has  the  same  general  dimensions 


FIG.  248.— THE  DOS-A-DOS. 

of  running  gear  as  the  phaeton  and  Victoria,  with  a  56-inch 
tread,  and  weighs  2,500  pounds. 

It  is  driven  by  a  2  K.  W.  motor  with  the  same  speeds 
and  mileage  as  the  phaeton. 

The  Surrey,  Fig.  249,  is  built  on  similar  lines  of  running- 
gear  ;  a  longer  wheel  base,  74  inches,  and  tread,  56  inches. 
They  are  operated  by  a  2  K.  W.  motor,  controlled  for  four 


332 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


ELECTRIC    MOTIVE   POWER   FOR  VEHICLES. 


33$ 


speeds  ahead,  and  two  speeds  to  the  rear.  Their  maximum 
speed  is  16  miles  per  hour,  with  a  total  mileage  of  25  miles. 

The  storage  battery  is  in  two  parts,  one  under  each  seat, 
consisting  each  of  two  crates  or  boxes,  containing,  in  the 
whole,  44  Willard  storage  cells,  size  3!  x  5^  x  9!  inches 
high,  with  a  total  weight  of  about  950  pounds. 

The  Brougham  and  Demi  coaches,  Figs.  250  and  251,  haver 


FIG.  250.— THE  BROUGHAM. 

depressed  frames  to  accommodate  a  low  floor ;  solid  rubber 
tires  on  wood  spoke  wheels ;  a  suitable  and  strong  construc- 
tion for  their  weight,  which  is  4,000  and  4,200  pounds, 
respectively.  Wheel  base,  80  inches ;  tread,  59  inches. 
Each  vehicle  has  two  motors  of  2  K.  W.  each,  with  the 
same  controller  speeds  as  stated  before,  and  with  a  total 
mileage  of  25  miles.  Maximum  speed,  10  miles  per  hour. 


334 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


The  Theater  bus,  Fig.  252,  is  a  still  more  substantial  and 
weighty  vehicle,  having  2^-inch  solid  tires  on  wood  spoke 
wheels,  36  and  44  inches  in  diameter,  with  a  66-inch  wheel 
base.  Tread,  58  inch  front;  68  inch  rear.  Weight,  5,500 
pounds.  A  carrying  capacity  of  13  passengers  and  driver. 
Electric  lights  within. 

Two  motors  of  2  K.  W.  each,  geared  direct  to  large  spur 


FIG.  251. — THE  DEMI-COACH. 

gears  on  the  hubs,  are  controlled  at  the  same  speeds  and 
mileage  as  the  Brougham  and  Demi  coach. 

The  Delivery  Wagon,  Fig.  253,  is  of  a  half  ton  capacity, 
in  addition  to  driver  and  delivery  man.  Weighs  3,600 
pounds.  Has  2-inch  solid  tires  on  wood  spoke  wheels,  38 
and  42  inch,  with  a  wheel  base  of  68  inches,  and  59-inch 
tread.  The  two  motors  are  2  K.  W.,  each  geared  to  spur 


ELECTRIC    MOTIVE   POWER   FOR  VEHICLES. 


335 


wheels  on  the  hubs.  The  speeds  are  three  ahead  and  two 
to  rear,  with  a  maximum  speed  of  9  miles  per  hour,  and  a 
total  mileage  of  30  miles. 

The  Riker  Company  also  build  a  truck,  Fig.  254,  in  which 
the  battery  is  carried  in  an  enclosed  box  beneath  the  floor 
of  the  vehicle.  They  are  driven  by  two  3  K.  W.  motors, 
geared  to  spur  wheels  on  the  rear  axle  hubs. 


FIG,  252. — THE  THEATER  Bus. 

In  the  lighter  vehicles  driven  by  a  single  motor,  the  rear 
axle  is  constructed  in  two  parts.  One  is  a  solid  axle  attached 
rigidly  to  one  rear  wheel,  while  the  other  end  is  connected 
by  a  differential  gear  in  the  hub  of  the  other  wheel  with  the 
tubular  driving  axle,  both  being  encased  in  a  stationary 
tubular  axle  and  run  on  roller  bearings.  The  solid  and 
tubular  axles  both  revolve  together  ordinarily,  except  when 


336 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


turning  curves ;  then,  by  means  of  this  gear,  one  may  rotate 
slower  or  faster  than  the  other.  Such  construction  permits 
the  vehicle  readily  to  turn  small  circles  and  curves. 

Fig.  255  represents  a  Riker  delivery  wagon  hub  deep  in 
the  snow  ;  they  have  proved  themselves  fully  equal  to  horses 
in  a  snowstorm. 

In  the  wiring  of  the  Riker  system  the  insulated  wires  lead 


FIG.  253. --THE  DELIVERY  WAGON. 

from  the  terminals  of  the  battery  to  the  controller  located 
under  the  front  seat  just  ahead  of  the  battery,  which  con- 
troller is  in  the  form  of  a  cylinder  having  a  number  of  con- 
tact plates  on  its  surface  separated  by  insulating  material  on 
which  bear  brass  springs  severally  connected  with  the  bat- 
tery in  such  a  way  that  in  one  position  of  the  cylinder  only 
a  lev/  cells  will  operate,  or  in  another  so  that  they  will  be 
arranged  in  parallel,  or  in  another  in  series,  or  in  another  for 
reversal  of  the  direction  of  the  current. 


ELECTRIC   MOTIVE   POWER   FOR  VEHICLES. 


337 


On  the  left  hand  end  of  the  controller  cylinder  is  a  small 
cogwheel  which  meshes  with  a  segment  gear  forming  the 
lower  end  of  the  reciprocating  controller  lever  standing  in  a 
vertical  position  between  the  cushions  and  the  seat.  The 
movement  of  this  lever  forward  rotates  the  cylinder  and 
puts  on  the  current  of  varying  degrees  of  quantity  and 
intensity,  according  to  the  speed  desired.  There  is  a  ratchet 


FIG..  254. —THE  TRUCK. 

wheel  adjoining  the  pinion  of  the  cylinder  on  which  a  spring 
pawl  acts  as  a  temporary  friction  lock,  holding  the  cylinder 
in  whatever  position  it  is  placed,  yet  yielding  to  the  motion 
of  the  lever  when  forced  forward  or  backward  by  the  hand. 
Pushing  the  lever  forward  one  notch,  or  click  of  the  spring 
below,  gives  a  very  slow  speed  of  2  to  3  miles  an  hour ;  to  the 
second  notch,  6  to  7  miles  an  hour;  to  the  third  notch,  TO  to 


338 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


12  miles  an  hour ;  to  the  fourth  notch,  15  miles  an  hour.  By 
drawing  the  lever  back  to  the  vertical  position  the  current 
is  thrown  off.  Running  the  length  ot  the  lever  is  a  latch  rod 
terminating  at  the  upper  end  of  the  handle.  To  reverse  the 
current  for  backing,  this  rod  is  pressed  downward  with  the 
thumb  at  the  top  of  the  handle,  which  permits  the  controller 
to  rotate  in  the  opposite  direction.  Two  different  speeds 


FIG.  255. — THE  DELIVERY  WAGON  IN  SNOW. 

for  backing  may  be  used.  Thus  one  lever  is  used  for  a  for- 
ward or  backward  movement.  The  driver  sits  on  the  left 
hand  side  of  the  seat,  operating  the  driving  lever  with  the 
right  hand  and  the  steering  lever  with  the  left.  The  steer- 
ing shaft  rises  vertically  through  the  bottom  of  the  carriage, 
just  in  front  of  the  driving  lever,  and  is  hinged  so  that  the 
upper  part  can  lie  in  a  horizontal  position,  either  to  the  right 
or  the  left. 


ELECTRIC    MOTIVE   POWER   FOR  VEHICLES.  339 

An  electric  push  button  is  inserted  in  the  handle  con- 
nected with  a  signal  electric  bell,  attached  to  the  under- 
side of  the  bottom  of  the  carriage,  at  the  front.  The  signal 
is  sounded  by  pressing  the  button  with  the  thumb  of  the 
left  hand.  Under  the  left  hand  end  of  the  front  seat  is  a 
special  safety  switch  for  completely  cutting  off  the  current. 
At  the  opposite  end  is  another  switch  for  the  electric  dash 
lamps  observed  on  each  side.  Beside  this  switch  is  a  three- 
knife  switch  which  is  turned  down  for  charging. 

The  vertical  steering  shaft  is  connected  underneath  the 
carriage  by  a  crank  and  rod  with  one  end  of  an  interior 
movable  hollow  hub,  around  which  the  front  wheel  runs  on 
ball  bearings  ;  the  hub  is  pivoted  on  its  interior  to  the  car- 
riage frame.  Another  connecting  cross  rod  extends  from 
this  hub  to  the  same  style  of  hub  on  the  opposite  side.  So 
that  the  movement  of  one  hub  by  the  steering  shaft  operates 
the  other  in  the  same  direction,  both  moving  parallel  to 
each  other.  This  enables  the  steering  to  be  done  very 
easily. 

The  carriage  frame  which  supports  the  springs  is  built  of 
strong  steel  tubing,  well  braced  and  jointed.  The  foot  brake 
lever  projects  slightly  above  the  floor,  and  has  side  notches 
for  holding  the  lever  in  any  position  it  may  be  placed. 
From  this  lever  under  the  carriage,  the  brake  rod  extends 
to  a  band  brake  wheel  secured  on  the  rear  tubular  propell- 
ing shaft  adjoining  the  large  gear  wheel,  also  keyed  on  the 
same  shaft.  To  exclude  dust,  these  are  covered  by  a  metal 
casing. 

An  additional  safety  hand  brake  is  provided,  the  lever  of 
which  will  be  seen  just  inside  the  front  seat  of  the  surrey, 
Fig.  249.  By  the  side  of  the  main  gear  and  within  the  same 
case  is  a  pulley  on  which  acts  a  band  brake,  besides  which 
shoe  or  spoon  brakes  are  also  fitted  to  the  rear  tires. 


34O  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

The  "  Jack-in-the-Box,"  differential,  or  compensating  gear, 
to  give  its  various  names,  is  located  inside  one  of  the  cylin- 
drical hubs,  its  four  intermediate  bevel  pinions  being  driven 
by  a  sleeve  from  the  main  gear  meshing  with  the  motor 
pinion.  This  gives  a  solid  inner  axle  clear  from  this  hub  to 
the  hub  of  the  other  wheel,  instead  of  an  axle  divided  at 
the  compensating  gear,  as  is  the  case  with  most  other 
vehicles.  Ball  bearings  are  used  in  the  lighter  vehicles  and 
roller  bearings  in  the  heavier.  The  steering  is  effected  by 
the  usual  hub  pivot  arrangement,  the  pivots  being  placed, 
however,  within  the  hollow  hubs  of  the  forward  wheels. 
These  pivots  are  vertical,  and  with  cone-shaped  ends.  A 
proper  increased  deviation  of  the  inside  wheel  when  turning 
is  obtained  by  the  non-parallelism  of  the  pivot  cranks. 

Perhaps  the  most  interesting  features  of  these  vehicles 
are  the  ingenious  details  of  the  controlling  mechanism.  The 
ordinary  cylindrical  controller  under  the  seat  is  used,  giving 
by  means  of  a  series-multiple  combination  of  the  batteries 
three  speeds  forward  and  two  to  the  rear.  In  the  main 
circuit  is  an  automatic  circuit  breaker,  which  opens  in  case 
the  motor  is  given  more  than  400  per  cent,  overload.  This 
is  reset  simply  by  restoring  the  controller  handle  to  the  off 
position.  On  the  footboard  or  dashboard  is  a  combined 
voltmeter  and  ammeter,  showing  at  all  times  the  pressure 
of  the  cells  and  the  load  on  the  mechanism.  An  automatic 
switch  in  the  charging  circuit  prevents  the  connection  of 
the  batteries  with  the  wrong  polarity,  and  cuts  off  the 
batteries  when  fully  charged. 

The  electric  tricycle  is  rather  interesting,  as  it  is  one  of 
the  lightest  vehicles  yet  developed  and  weighs  only  800 
pounds.  It  has  a  4-foot  wheel  base  and  a  4-foot  tread, 
with  wheels  28  inches  in  diameter,  fitted  with  2^-inch 
pneumatic  tires.  The  motor  is  rigidly  suspended,  meshing 


ELECTRIC    MOTIVE   POWER   FOR   VEHICLES. 


341 


directly  with  a  gear  on  the  hub  of  the  single  rear  wheel, 
the  steering  being  effected  by  the  usual  forward  hub  pivots. 
The  motor  is  rated  at  i  horse  power  at  40  volts,  and  weighs 
about  60  pounds,  the  gear  ratio  being  8  to  i. 

In  Fig.  256  is  represented  the  running  gear  of  the  Riker 
system  of  electric  vehicles.    The  frame  is  of  steel  tubing  with 


FIG.  256. — THE  RIKER  RUNNING  GEAR. 

ball  bearings  on  the  hollow  driving  shaft,  which  extends  from 
hub  to  hub  with  the  compensating  gear  in  one  of  the  hubs. 
The  motor,  D,  is  pinioned  to  the  spur  gear  and  band  brake 
pulley,  which  are  keyed  to  the  hollow  shaft.  The  motor  and 
gear  box  are  attached  to  the  sleeves,  D\  which  enclose  the 
hollow  shaft  and  connect  with  the  tubular  side  bars,  C,  Cl. 
The  cross  bar,  D*,  serves  to  bind  the  side  bars,  and  as  a  sus> 


342 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


pension  bar  for  the  motor.  The  steering  is  a  novelty,  as  the 
pivot  is  located  within  the  hubs  and  in  the  plane  of  the  center 
bearing  of  the  wheels. 

The  compensating  gear,  Fig.  257,  is  within  the  hub/  has  its 
yoke  carrier,  G,  G,  made  fast  on  the  hollow  driving  shaft,  B, 
and  carries  with  it  the  two  bevel  pinions  on  the  studs,  gl. 
The  bevel  gear,  G\  is  keyed  to  the  inner  sleeve  of  the  wheel 
hub,  H.  The  bevel  gear,  G*,  is  keyed  to  an  inner  solid  shaft, 
JP,  which  extends  across  to  and  is  fast  to  the  hub  of  the 
opposite  wheel.  A  loose  flange,  Hl,  holds  the  shell  of  the 
hub  to  the  end  bearing  of  the  hollow  driving  shaft,  B.  A 


m1 


FIG.  257. — COMPENSATING  GEAR. 


FIG.  258. — PIVOTED  HUB. 


nut  and  washer,  not  shown  in  cut,  retain  the  inner  shaft 
from  end  thrust.  The  great  advantage  of  this  arrangement 
is,  that  both  the  hollow  and  the  central  solid  shaft  extend 
across  from  hub  to  hub,  forming  a  strong  axle,  and  avoiding 
the  weakness  and  trouble  given  by  a  divided  axle. 

In  Fig.  258  is  illustrated  another  feature  of  the  Riker  sys- 
tem, the  center-pivoted  steering  wheel.  The  front  axle,  A, 
is  rigid,  with  its  end  encased  by  a  cylindrical  box,  K,  and 
pivoted  thereto  by  the  vertical  bolt,  Kl,  with  a  shoulder,  kl, 
supported  by  ball  bearings.  The  cylindrical  box,  K,  carries 
the  wheel  hub,  N,  in  ball  bearings.  An  extension  of  the 


ELECTRIC    MOTIVE   POWER   FOR  VEHICLES.  343 

cylinder  through  the  open  end  of  the  hub  terminates  in  the 
steering  link  connections. 

STORAGE   BATTERIES   AND    GENERATORS. 

The  storage  battery  is  no  doubt  destined  to  occupy  a  per- 
manent place  as  a  propelling  power  in  all  electrically  driven 
automobiles.  A  large  number  of  people  interested  in  stored 
power  are  looking  forward  to  a  revolution  in  the  generating 
power  of  storage  batteries,  and  it  is  the  opinion  of  many 
that  the  long-looked-for,  light  weight,  high  capacity  battery 
will  soon  be  discovered.  It  is  also  the  opinion  of  many  that 
the  storage  battery  art  is  new  ;  which  of  course  is  not  true, 
as  the  invention  of  the  storage  battery  was  contemporaneous 
with  that  of  the  dynamo  electric  machine.  Storage  batter- 
ies which  have  been  invented,  placed  on  the  market  and 
failed  are  numerous. 

There  are  probably  but  few  articles  of  manufacture  which 
permit  of  so  many  variations  in  regard  to  mechanical  struc- 
ture or  capacity.  Within  the  last  few  years  there  have  been 
vast  improvements  made,  not  so  much  in  regard  to  capacity 
as  to  perfection  in  mechanical  details.  The  successful  auto- 
mobile battery  of  to-day  does  not  have  near  the  capacity 
that  some  of  the  earlier  types  had,  but  the  durability  of  the 
same  is  many  times  greater. 

A  storage  battery  could  be  put  in  some  of  the  present 
types  of  carriages  that  would  operate  the  same  for  a  distance 
of  200  miles  on  one  charge  on  a  level  road.  Any  manufac- 
turer of  storage  batteries,  or  any  expert  in  the  storage  bat- 
tery business,  can  furnish  a  battery  having  extremely  high 
capacity  and  light  weight,  with  consequent  short  life  ;  there- 
fore, all  new  and  wonderful  statements  in  regard  to  inven- 
tions in  the  storage  battery  line  should  be  thoroughly 
investigated  before  being  accepted  as  the  real  thing,  but  a 


344  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

thorough  investigation  cannot  be  made  in  a  few  days. 
Almost  any  kind  of  a  battery  will  give  good  satisfaction  for 
a  few  months,  but  the  battery  which  will  last  several  years 
is  the  one  which  is  desirable. 

A  battery  can  be  made  of  one-fourth  the  weight  of  the 
present  standard  type  of  vehicle  batteries,  and  still  have  the 
same  capacity ;  it  must  be  borne  in  mind,  however,  that  it  is 
not  possible  to  make  a  battery  of  high  capacity  having  long 
life.  A  battery  to  have  long  life  must  have  a  certain  amount 
of  weight,  and  the  makers  of  batteries  which  are  used  the 
most  have  placed  this  weight  at  a  point  which  will  allow  of 
good  durability. 

To  illustrate  how  light  a  battery  might  be  made,  we  make 
a  comparison  between  the  present  type  of  battery,  which  is 
most  in  use,  and  a  battery  made  several  years  ago.  The 
present  type  of  battery  gives  about  seven  amperes  per 
pound  of  positive  plate  ;  a  battery  made  by  Fitzgerald,  in 
England,  gives  a  capacity  of  16  ampere  hours  per  pound  of 
plate.  In  making  this  into  a  battery  by  substituting  zinc  for 
the  negatives  the  battery  could  be  made  one-fourth  the 
weight  of  the  present  standard  type.  This  battery,  how- 
ever, would  be  extremely  short-lived,  and  would  not  be 
durable  enough  to  be  commercially  successful. 

Going  further  into  the  automobile,  it  is  not  the  battery 
alone  which  makes  a  successful  automobile,  for  much  de- 
pends on  the  motor,  controller,  bearings  and  also  the  wiring 
of  the  different  parts.  A  drop  of  one  or  two  volts  has  often 
been  found  in  the  controller  alone.  All  wiring  in  an  electric 
automobile  should  be  of  generous  size.  For  a  carriage 
weighing  1,500  pounds,  it  should  not  be  less  than  No.  4  wire. 
All  controller  contacts  should  be  made  with  large  surfaces, 
and  all  surfaces  ground  to  a  perfect  contact.  The  knife- 
switch  principle  is  undoubtedly  the  best  to  use  on  a  con- 


ELECTRIC    MOTIVE    POWER   FOR  VEHICLES.  345 

troller,  as  this  allows  the  above-named  advantages  to  be 
obtained. 

As  to  the  proper  generator  to  use  for  charging  a  set  of 
batteries  for  automobile  use,  we  would  suggest  that,  where 
the  straight  I  lo-volt  incandescent  current  is  not  at  hand, 
a  2\  horse  power  generator,  wound  and  speeded  for  120 
volts,  will  charge  a  set  of  40  or  44  batteries  in  series  easily 
with  a  25-ampere  current.  A  no-volt  generator  cannot  sus- 
tain 25  amperes  after  the  batteries  are  over  one-half  charged, 
or  when  the  counter  electro-motive  force  of  the  batteries  has 
reached  to  two  and  four-  to  five-tenths  volts  per  cell ;  that  is, 
the  cell  shows  by  the  voltmeter  2.5  volts.  The  amperage  will 
drop  down  to  about  10  amperes.  This  may  not  be  an  objection 
if  time  is  of  little  importance,  but  if  the  desire  is  to  hasten 
charging  and  sustaining  the  current  to  about  20  to  25 
amperes  a  i2O-volt  generator  is  needed.  This  forcing  pro- 
cess is  not  approved,  as  much  energy  is  absorbed  in  gener- 
ating heat  rather  than  the  chemical  changes  necessary  to  the 
active  material. 

In  order  to  charge  one  of  our  electric  carriages  in  the 
manner  which  is  considered  the  most  expeditious  and  eco- 
nomical, a  current  is  required  which  at  a  voltage  of  between 
no  and  115  will  give  from  30  to  46  amperes,  depending  on 
the  size  of  the  carriage  and  the  capacity  of  the  storage 
battery  in  it.  Accordingly,  if  an  owner  of  an  electric  auto- 
mobile wishes  to  install  an  independent  plant  for  the  purpose 
alone  of  charging  the  vehicle,  he  would  need  a  generator  of 
a  capacity  of  at  least  3  kilowatts  driven  by  a  gasoline  motor 
of  4  horse  power.  Such  a  motor,  or  perhaps  one  slightly 
larger,  if  properly  installed,  will  furnish  an  electric  light 
system  for  a  country  house,  as  well,  also,  to  charge  the 
storage  battery  of  the  family  carriage. 


346 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


THE   WILLARD    AUTOMOBILE    BATTERIES. 


In  Fig.  259  we  illustrate  a  single  cell  of  the  Willard 
type  for  an  automobile  carriage  battery.  They  are  manu- 
factured by  Sipe  &  Sigler,  Cleveland.  Ohio. 

The  general  value  of  the  storage  battery  is  dependent  up 


FIG.  259. — THE  WILLARD  CELL. 

on  the  character  and  construction  of  the  plates  of  which  the 
elements  are  composed  ;  and  in  this  is  found  much  of  the 
merit  of  the  Willard  storage  battery.  The  Willard  plater 
including  the  terminal,  is  constructed  from  a  single  sheet  of 
pure  rolled  lead,  every  part  of  the  finished  product  remain- 


ELECTRIC    MOTIVE   POWER   FOR   VEHICLES.  347 

ing  integral  with  the  original  plate.  On  either  side  of  the 
sheet  of  lead  there  are  formed  thin  leaves  or  shelves  about 
one-fourth  inch  wide  and  one  thirty-second  inch  thick. 
These  leaves  remain  attached  to  a  web  or  support  in  the 
center,  and  incline  upward  with  a  curve  at  an  angle  of  about 
20  degrees,  thus  forming  a  uniform  cup-shaped  opening  be- 
tween them. 

The  active  material  is  produced  by  electro-chemical 
means,  uniformly  on  the  surfaces  of  all  of  the  leaves,  and  on 
the  surfaces  of  the  web  until  the  interstices  are  filled. 

A  special  advantage  in  this  automobile  battery  is  found  in 
the  inclination  of  the  leaves,  by  which  the  active  material  is 
held  in  place,  as  in  automobile  service  this  feature  practi- 
cally overcomes  the  washing  action  due  to  the  movement  of 
the  electrolyte  in  the  cells  during  the  operation  of  the 
vehicle. 

This  battery  is  composed  of  the  plates  already  described 
encased  in  a  special  design  hard-rubber  jar  with  a  glass 
cover.  The  plates  are  separated  from  one  another  by  an 
improved  hard  rubber  separating  sheath,  which  is  corru- 
gated, ribbed  and  slotted  in  such  manner  as  to  create  abso- 
lutely no  extra  internal  resistance  in  its  use,  and  at  the  same 
time  to  so  effectively  separate  the  different  elements  as  to 
entirely  eliminate  any  probability  of  short  circuits,  thereby 
avoiding  all  abnormal  disintegration.  The  voltage  of  these 
batteries  is  high,  2.6  volts  per  cell  at  full  charge.  They 
should  not  be  discharged  below  1.5  volts  per  cell. 

Each  cell  is  covered  by  a  glass  plate,  which  permits  an  ex- 
amination of  the  interior  of  the  cell  at  all  times  and  keeps  in 
view  the  electrolyte,  which  is  of  the  utmost  importance  in 
batteries  used  for  this  purpose,  as  in  cells  without  the  glass 
cover,  great  damage  frequently  occurs  by  the  unnoticed 
evaporation  of  the  electrolyte  below  the  tops  of  the  plates. 


.348 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


In  Fig.  260  is  illustrated  a  nest  of  storage  batteries  of  the 
Willard  type,  consisting  of  40  cells  in  four  trays,  with  their 
binding  posts  for  connecting  them  with  the  controller.  They 
are  equal  to  a  total  voltage  at  full  charge  of  104  volts,  and 
at  minimum  discharge  at  a  total  of  60  volts. 

Among  the  cautions  and  directions  sent  with  the  batteries 
are  the  following : 

On  receipt  of  battery,  charge  to  2.6  volts  per  cell  at  the 
eight-hour  rate. 

Be  sure  that  the  electrolyte  covers  the  plates  at  all  times 
and  in  all  cells. 


FIG.  260.— -THE  40-CELL  BATTERY. 

Always  open  carriage  body  while  charging  the  battery. 

Never  light  a  match  near  the  battery  while  charging. 

Never  spark  the  battery  while  charging. 

Always  recharge  promptly  after  using  the  carriage. 

Avoid  heating  the  cells  in  charging. 

Do  not  charge  beyond  2.6  volts  per  cell  at  the  eight-hour 
rate. 

Overcharge  for  twelve  hours  at  the  low  rate  once  each 
month. 

Replenish  electrolyte  for  loss  in  ordinary  use   with    10 


ELECTRIC    MOTIVE   POWER   FOR  VEHICLES. 


349^ 


parts  water  and  one  part  sulphuric  acid.  When  loss  is  due 
to  spilling  in  shipment  use  four  parts  water  and  one  part 
sulphuric  acid. 

Handle  trays  carefully — a  short  drop   may  break  a  celL 


FIG.  261. — ARRANGEMENT  OF  SWITCHBOARD  FOR  CHARGING 
THE  WII/LARD  AUTOMOBILE  STORAGE  BATTERY. 

A  more  complete  and  detailed  direction  for  the  manage- 
ment of  these  batteries  is  given  in  a  booklet  which  may  be 
obtained  by  addressing  the  manufacturers.  « 

In  Fig.  261  is  illustrated  a  switchboard  for  charging  an 


35°  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

automobile  battery  from  an  electric  lighting  line,  consisting 
of  a  fuse,  an  under-load  switch  connecting  the  negative  cur- 
rent through  the  ammeter  and  double  knife-switch  to 
the  negative  pole  of  the  batteries,  which  are  connected  in 
series.  From  the  other  side  of  the  under-load  switch  the 
positive  wire  passes  through  the  left  side  of  the  double 
knife-switch  to  the  central  element  of  the  rheostat  and  from 
its  element  of  greatest  resistance  to  the  positive  pole  of  the 
battery.  The  voltmeter  cuts  the  battery  connections. 

The  instruments  as  shown  are  all  that  are  necessary  where 
the  current  is  direct.  In  such  locations  as  the  current  is 
alternating,  a  rotary  transformer  will  be  required  in  addition 
to  the  instruments  named  on  this  switchboard. 

THE   CARE    OF   AUTOMOBILE   STORAGE   BATTERIES. 

BY  T.   D.   BUNCE. 

In  a  general  way  the  owner  of  an  electric 
automobile  should  have  a  practical  working 
knowledge  of  the  motive  power  of  his  ma- 
chine. Many  annoying  delays  caused  by 
slight  accidents  or  by  the  power  suddenly 
giving  out  would  be  avoided  if  the  driver 
was  more  familiar  with  the  construction 
and  care  of  the  mechanism  within  his  vehicle. 
Perhaps  a  brief  account  of  the  care  it  should  receive  will  be 
of  assistance  to  those  who  appreciate  the  benefits  they 
derive  from  their  silent  steed,  but  who  know  little  or  noth- 
ing about  its  make-up  or  needs. 

The  makers'  directions  shculd  be  followed  in  every  par- 
ticular as  long  as  the  battery  operates  successfully  under 
normal  conditions,  and  the  maximum  voltage  can  be  obtained 
after  the  charge.  When  it  is  first  seen  that  these  con- 
ditions cannot  be  secured,  it  is  better  to  consult  a  specialist 


ELECTRIC   MOTIVE   POWER   FOR   VEHICLES.  35 1 

in  storage  batteries,  as  there  is  no  source  of  power  so  liable 
to  injury  by  neglect  as  the  automobile  storage  battery. 

The  battery  usually  consists  of  from  40  to  44  cells,  iden- 
tical in  construction.  Each  cell  does  its  proportion  of  work, 
and  when  one  is  out  of  order,  it  means  not  only  the  loss  of 
the  work  of  this  cell,  but  the  throwing  of  the  additional 
work  on  the  others,  as  well  as  the  ultimate  destruction  of 
the  disabled  one.  It  is  now  possible  in  New  York  City  to 
call  at  a  charging  station,  have  your  battery  tested  and  a 
report  made  as  to  its  condition  on  blanks  especially  pre- 
pared for  this  purpose.  If  any  defect  is  found  it  may  be 
remedied  at  once,  or  the  defective  cell  or  cells  removed  and 
repaired  without  interfering  with  the  operation  of  the 
automobile. 

It  is  rarely  found  that  all  the  cells  are  at  the  same  voltage, 
especially  after  they  have  been  discharged  to  any  extent. 
It  is  frequently  found  that  a  battery  giving  its  full  voltage  at 
the  start  will  have  one  or  more  cells  drop  down  as  soon  as 
the  current  is  turned  on.  The  cause  of  this  trouble  cannot 
be  found  without  removing  the  cells  from  the  vehicle  and 
discharging  them  at  the  same  rate  as  that  used  in  the  motors 
and  by  testing  each  cell  with  a  low-reading  voltmeter. 

The  customary  method  of  burning  the  connections 
together  is  not  considered  advisable,  as  it  involves  the  neces- 
sity of  sawing  them  apart  to  remove  a  defective  cell,  and 
reburning  it  in  place  again.  In  addition  to  this,  the  batteries 
of  an  automobile  require  frequent  cleaning,  and  a  more  con- 
venient method  of  doing  this  should  be  provided. 

The  oxides  from  the  plates  of  a  battery  begin  to  deposit 
as  soon  as  it  is  put  in  service,  and,  although  space  is  pro- 
vided for  the  deposit,  some  of  it  will  collect  on  the  ribs  in 
the  bottom  of  the  cells  and  between  the  plates.  This  will 
cause  more  or  less  loss  of  charge  if  the  battery  is  left  stand- 


352  HORSELESS  VEHICLES   AND   AUTOMOBILES. 

ing  for  any  great  length  of  time  before  again  using  it.  The 
agitation  of  the  battery  while  in  use  has  a  tendency  to  stir 
up  the  deposit,  so,  that  much  greater  capacity  can  sometimes 
be  obtained  immediately  after  a  charge  than  after  the  battery 
has  stood  over  night.  It  is,  therefore,  advised  to  always 
charge  the  battery  for  at  least  a  short  time  before  going  out, 
as  this  will  not  only  replace  any  loss,  but  it  will  have  a 
tendency  to  stir  up  or  remove  any  oxide  that  has  become 
deposited.  The  writer  has  known  batteries  to  do  their  full 
amount  of  work  when  used  shortly  after  being  charged,  but 
ran  out  in  half  the  time  when  left  standing  over  night. 

Too  much  reliance  should  not  be  placed  on  the  open  cir- 
cuit voltage  of  the  battery  either  before  or  after  discharge, 
as  the  maximum  voltage  will  be  given  by  a  set  of  batteries 
that  has  only  a  small  percentage  of  the  electrolyte  left  in  the 
jars.  The  maximum  voltage  would  be  reached  on  charging 
sooner  than  with  the  full  amount  of  acid.  A  defective 
battery  will  often  give  its  full  voltage  when  being  charged 
and  often  hold  it  for  sometime  afterward,  but  on  being 
called  on  for  power  it  drops  to  a  lower  tention. 

The  working  voltage  is  the  best  measure  of  the  battery's 
condition.  In  the  majority  of  automobiles  the  different 
speeds  are  obtained  by  various  groupings  of  the  cells.  This 
only  permits  of  the  voltmeter  showing  the  voltage  being 
used  at  the  time,  and  it  requires  the  controller  to  be  placed 
at  full  speed  to  get  the  total  working  voltage.  If,  on  starting 
out,  it  is  possible  to  run  a  short  distance  at  full  speed  on  a 
level  stretch  of  road,  the  voltage  should  be  noted.  On 
returning  at  the  same  place  and  under  the  same  conditions 
take  the  voltage  again.  In  this  way  a  good  comparison  can 
be  made. 

The  batteries  should  frequently  be  removed  from  the 
automobile,  and  the  interior  of  the  body  cleaned  with  water 


ELECTRIC    MOTIVE   POWER   FOR   VEHICLES.  353 

in  which  a  liberal  quantity  of  washing  soda  has  been  dis- 
solved. This  neutralizes  any  acid  that  may  have  been  spilled 
and  causes  quicker  drying.  The  battery  trays  should  be 
treated  in  the  same  way.  When  thoroughly  dry  they  may 
be  painted  and  replaced.  It  is  especially  recommended  that 
provision  be  made  to  charge  the  cells  out  of  the  wagon,  so 
that  the  testing  of  acid,  cleaning,  painting,  etc.,  may  be  done 
without  loss  of  time.  The  electrolyte  does  not  require 
renewing  so  long  as  the  cells  are  in  working  order,  but  a 
sufficient  quantity  must  be  kept  in  them  to  cover  the  top  of 
the  plates  about  one-half  an  inch. 

The  specific  gravity  of  the  acid  is  a  reliable  test  of  the 
condition  of  the  cells.  They  should  all  read  uniformly. 
The  Beaume  scale  hydrometer  is  generally  used.  In  this 
connection  attention  is  called  to  the  hydrometer  syringe, 
illustrated  in  Fig.  263,  as  an  almost  indispensable  instrument 
for  these  tests  and  for  other  purposes. 

PRIMARY   BATTERIES   FOR   ELECTRIC   VEHICLES. 

Many  inquiries  have  been  made  as  to  the  possibilities  of 
using  primary  batteries  for  motor  vehicles.  We  hear  of  no 
successful  trials  with  wet  batteries,  and  the  consensus  of 
opinion  is  that  such  batteries  are  out  of  the  field  for  loco- 
motive power. 

We  learn  that  a  very  light  and  elegant  carriage  has  been 
built  in  England  for  the  Queen  of  Spain,  and  supplied  with 
dry  batteries  with  a  capacity  for  being  recharged  without 
going  to  a  charging  station.  The  batteries  are  said  to  weigh 
but  22  5  pounds,  and  claimed  to  generate  sufficient  energy  to 
run  the  carriage  at  a  speed  of  10  miles  per  hour.  The 
lighting  of  the  carriage  lamp  is  also  provided  for  by  the 
battery  current.  We  can  as  yet  only  consider  it  as  a  royal 
toy. 


354  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

THE   FUTURE    OF   THE   ELECTRIC    AUTOMOBILE. 

Anyone  who  is  familiar  with  the  condition  of  the  art  and 
with  the  character  of  the  product  of  the  various  types  of 
motor  vehicles,  cannot  doubt  the  wide  field  that  the  electric 
motor  vehicle  will  cover.  There  is  no  doubt  but  the  steam 
and  the  gasoline  vehicle  will  each  have  its  field  of  useful- 
ness, and  while  the  same  will  be  comparatively  large,  in  fact 
enormously  large,  yet  they  will  in  no  wise  compare  with  the 
field  that  must  be  covered  by  the  electric  vehicle.  In 
reviewing  the  comparative  merits  of  the  several  types  of 
vehicles  named,  the  first  general  division  will  be  dependent 
upon  the  ability  of  the  vehicle  to  perform  the  required  ser- 
vice under  the  existing  conditions  of  roads  and  streets.  This 
division  will  leave  to  the  steam  and  gasoline  vehicles  the 
entire  field  covering  exceedingly  bad  roads,  such  as  pre- 
dominate in  some  parts  of  the  country  territory.  It  will 
leave  the  field  found  in  cities,  and  in  such  parts  of  the  country 
as  reasonably  good  roads  prevail,  to  the  competition  of  the 
three  types  of  vehicles,  and  it  is  within  this  territory  that 
the  enormous  sales  will  be  made  during  the  next  decade,  as 
it  is  within  this  field  that  the  automobile  is  entirely  and 
thoroughly  practicable,  and  it  is  also  within  this  field  that 
are  found  the  thousands  of  purchasers  ready,  willing  and 
capable  of  paying  for  an  automobile. 

In  determining  the  comparative  merits  of  the  several 
types  of  automobiles  in  the  field  last  named,  the  following 
chief  features  will  be  considered  and  will  be  found  to  be  of 
importance  in  the  order  in  which  they  are  named. 

FIRST. — Safety  to  the  operator  and  occupants.  In  this 
important  feature  it  is  apparent  that  the  electric  carriage  is 
entirely  without  an  equal,  as  there  is  no  possibility  of  any 
damage  resulting  from  the  use  of  boilers  or  explosives,  as 
nothing  of  the  character  is  used  in  connection  with  the 


ELECTRIC   MOTIVE   POWER   PXJR   VEHICLES.  355 

electric  carriage,  nor  could  the  slightest  damage  result  to 
one  from  any  shock  that  might  be  produced  from  the 
battery,  as  the  voltage  used  in  any  motor  vehicle  is  not 
above  88,  which  would  have  no  ill  effect  whatever.  The 
possibility  of  damage  from  explosion  of  boiler  or  of  gasoline, 
is,  of  course,  apparent  to  anyone. 

SECOND — The  care  and  ease  of  operation.  In  this  again 
the  electric  carriage  is  entirely  superior  to  either  of  the 
others.  Anyone  can  operate  it  without  previous  practice 
or  technical  knowledge,  and  the  care  is  so  simple  that  any 
coachman  of  moderate  intelligence  can  perform  this  service. 
It  must  be  apparent  again  to  anyone  in  the  slightest  degree 
familiar  with  either  of  the  other  types  of  vehicle  that  no  one 
except  an  expert  can  be  relied  upon  to  operate  them,  and 
care  for  them,  and  that  great  damage  may  result  by  trifling 
errors  in  connection  with  their  operation. 

THIRD. — Possible  prohibitory  legislation.  In  this  there  is 
no  possible  objection  that  can  be  made  to  the  electric  car- 
riage, for  it  is  at  all  times  free  from  any  possible  objections. 
This  again  is  not  true  of  the  other  types  of  carriage,  and 
there  is  some  probability  of  prohibitory  legislation  against 
these  types,  as  they  certainly  come  under  the  police  regu- 
lations as  given  to  municipalities^  by  State  legislatures. 
It  may  well  be  said  to  be  a  matter  worthy  of  police  sur- 
veillance, in  which  not  only  the  convenience,  but  the  safety 
of  the  public  is  interested  in  the  matter  of  danger  from  pos- 
sible explosions  of  boiler  or  other  explosives,  as  well  as  to 
the  odor  and  vapor  emitted  from  these  types  of  vehicles. 

Imagine  the  condition  that  would  prevail  if  the  present 
vehicles  of  a  city  were  replaced  by  these  types,  and  you 
have  before  you  the  importance  of  a  vehicle  which  is  entirely 
free  from  danger  of  explosives  and  from  odor. 

FOURTH.— General  elegance.     In  this  feature,  again,  the 


3$6  HORSELESS    VEHICLES   AND   AUTOMOBILES. 

electric  carriage  stands  entirely  alone ;  no  uncleanliness,  no 
vapors,  no  odors,  no  vibrations,  no  heat,  no  oil,  and  prac- 
tically noiseless.  Neither  of  the  other  types  of  carriage  can 
be  said  to  be  free  from  the  above  objectionable  elements  ; 
some  of  them  especially  annoying,  all  of  them  dis- 
advantageous. 

FIFTH. — Convenience.  In  this  feature  again  the  electric 
carriage  stands  at  the  head  of  the  list ;  for,  by  the  simple 
insertion  of  a  charging  plug  when  the  carriage  is  driven 
into  the  barn,  it  will  take  care  of  itself,  and  be  ready  for 
operation  when  wanted.  It  is  unnecessary  to  await  the 
generation  of  steam,  as  in  a  steam  carriage,  and  unnecessary 
to  perform  the  difficult  operation  of  starting  the  engine  by 
hand,  as'in  the  case  of  a  gasoline  carriage. 

SIXTH. — Economy.  In  the  cost  of  the  production  of 
energy  required  for  the  operation  of  the  various  vehicles, 
the  electric  carriage  is  probably  a  trifle  more  economical 
than  either  of  the  other  types  named,  but  the  whole  cost  for 
the  energy  of  operating  an  electric  carriage  is  so  far  below 
the  cost  of  operation  by  horse  power,  and  it  is  so  trifling  a 
matter,  that  we  regard  this  of  the  least  importance  of  any 
feature  named  when  connected  with  an  article  so  expensive 
as  a  motor  vehicle  must  necessarily  be,  and  in  which  the 
other  features  are  of  so  much  greater  importance  than  the 
mere  matter  of  a  trifling  economy.  The  advantage  of  the 
electric  vehicle  in  this  respect  is,  however,  very  great,  for 
as  stated  in  a  previous  clause,  the  electric  vehicle  may  be 
operated  by  a  woman  or  child  with  perfect  security,  while 
an  experienced  attendant  must  always  accompany  either  of 
the  other  types  of  vehicle. 

Again  the  repairs  on  an  electric  carriage  will  be  far  less 
than  on  either  of  the  others,  owing  to  the  very  much  greater 
amount  of  mechanism  employed  in  either  of  the  other  car- 


ELECTRIC    MOTIVE   POWER    FOR  VEHICLES.  357 

riages,  and  also  to  the  vibrations  to  which  the  same  are 
subjected.  Thus  it  will  be  seen,  by  comparing  the  various 
important  features  of  the  three  types  of  vehicles,  that  the 
electric  vehicle  is  destined  to  cover  this  field  practically 
alone. 

AN   ELECTRIC    AUTOMOBILE    CHARGING   AND    RE?AIR   STATION. 

The  automobile  charging  and  repair  station,  illustrated  in 
Fig.  262,  antedates  the  automobile  industry  by  a  number  of 
years,  having  been  established  in  1891  for  the  manufacture, 
charging  and  general  care  of  storage  batteries  of  every 
description.  With  the  advent  of  the  automobile,  the  Storage 
Battery  Supply  Co.,  No.  239  East  2/th  Street,  New  York 
City,  has  increased  its  capacity  for  this  class  of  work.  Its 
facilities  for  the  repair  of  automobile  batteries  are  unsur- 
passed. A  well  trained  force  of  men  are  constantly 
employed,  and  are  ready  day  or  night  to  make  any  repairs. 
It  is  a  most  convenient  station  for  charging  the  batteries  of 
private  electric  automobile  carriages. 

THE    HYDROMETER  SYRINGE. 

The  specific  gravity  of  the  acid  of  a  storage  battery  plays 
an  important  part  in  its  efficient  working,  and  frequent  tests 
are  necessary  to  determine  its  condition. 

Before  the  containing  jars  of  the  cells  were  reduced  to  the 
small  compass  necessary  in  an  automobile,  it  was  customary 
to  have  a  hydrometer  floating  in  the  solution  where  there 
was  plenty  of  room  for  its  free  adjustment  to  the  variation 
in  strength  of  the  electrolyte,  and  an  easy  reading  could  be 
made. 

That  this  is  impossible  in  the  tightly  built  automobile 
cells  is  apparent,  and  to  overcome  this  difficulty  the  hydrom- 
eter syringe,  illustrated  in  Fig.  263,  was  designed.  By 


358  HORSELESS  VEHICLES   AND   AUTOMOBILES. 


FIG.  262.— THE  CHARGING  STATION. 


ELECTRIC    MOTIVE   POWER   FOR   VEHICLES. 


359 


slightly  compressing  the  bulb  and  insert- 
ing the  slender  tube  through  the  vent  hole 
in  the  cover  of  the  cell,  sufficient  acid  may 
be  drawn  up  to  float  the  hydrometer 
within  the  large  glass  tube  and  the  read- 
ing made  at  once.  The  acid  is  returned 
to  the  same  cell,  and  the  reading  of  the 
next  is  made.  The  laborious  method  of 
drawing  out  sufficient  acid  by  a  syringe, 
and  taking  its  strength  in  a  separate  ves- 
sel, is  avoided,  as  well  as  the  general  un- 
cleanliness  of  this  method. 

The  hydrometer  syringe  more  than  ac- 
complishes this  purpose,  as  it  may  also  be 
used  to  add  fluid  to  the  cells,  or  it  may  be 
used  in  the  preparation  of  the  acid  solu- 
tion. It  is  manufactured  by  the  Storage 
Battery  Supply  Co.,  of  New  York  City. 

THE    ' '  MUI/TUM   IN   PARVO  ' '   CARRIAGE   LAMP. 

The  fixture  illustrated  in  Fig.  264  is 
more  than  worthy  of  its  name.  The  lim- 
ited space  in  the  interior  of  a  carriage 
does  not  admit  of  the  usual  form  of  in- 
candescent lamp  bracket  with  a  project- 
ing bulb.  This  compact  arrangement, 
known  as  the  "  Multum  in  Parvo "  lamp, 
is  laid  against  the  roof  of  a  carriage  or 
other  vehicle,  thereby  lighting  the  interior 
in  the  most  desirable  manner  without 
interfering  with  the  free  movements  of 
the  occupants.  The  lamp  has  a  specially  FlG  263>_HYDROM- 
molded  bulb  that  is  suspended  on  springs  ETER  SYRINGE. 


360 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


in  front  of  a  silver-plated  reflector.  The  whole  is  covered 
with  a  bent  and  beveled  plate  glass  cover  that  may  be 
engraved  in  any  manner,  if  desired.  A  switch  is  placed  in 


FIG.  264.— THE  INSIDE  ELECTRIC  LAMP. 

the  back.  Modified  forms  of  this  lamp  are  used  as  a  dash 
headlight,  or  for  side  lamps.  It  is  manufactured  by  the 
Storage  Battery  Supply  Co.,  New  York  City. 

AN   ELECTRIC    AUTOMOBILE   TOY 

Is  a  fancy  in  reality  for  the  amusement  of  children,  and  some- 
times may  amuse  those  of  older  years.  It  is  illustrated  in 
Fig.  265,  and  manufactured  by  the  Knapp  Electric  and 

Novelty  Co.,  125  White 
Street,  New  York  City. 

Those  familiar  with 
the  subject  are  fascinated 
with  this  production  in 
miniature,  and  the  ever- 
increasing  class  of  knowl- 
edge seekers  will  find  it 
FIG.  265. — AUTOMOBILE  TOY.  a  wonderful  source  of 


ELECTRIC    MOTIVE    POWER   FOR   VEHICLES.  361 

information  and  gratification.  It  teaches,  amuses  and  gives 
great  pleasure.  As  an  electrical  and  scientific  piece  of 
mechanism  it  is  unsurpassed. 

Two  dry  cells  of  regular  size,  easily  procured  from  any 
electrical  supply  house,  are  fastened  in  the  body  of  the 
wagon  and  overcome  the  objectionable  feature  of  acids  in 
batteries. 

Continuously,  the  battery  w.ll  drive  the  wagon  about  five 
hours,  but  bv  using  a  few  minutes  only  each  time,  its  radius 
of  usefulness  will  be  largely  extended  with  one  pair  of 
batteries. 

The  motor  and  double  reduction  gears  are  placed  under 
the  body  and  drive  the  rear  wheels.  The  front  axle  is 
pivoted  and  the  lever  may  be  turned  to  any  angle. 

The  body  is  beautifully  enameled  in  green  with  gold 
trimmings,  and  fitted  with  a  starting  switch. 

Length,  12^  inches;  width,  6J  inches;  height,  /£  inches; 
diameter  of  wheels,  3  inches ;  size  cells,  6x2T7^  inches. 


Chapter  XIV. 

HOW  TO    BUILD  AN    ELECTRIC   CAB,  WITH 
DETAIL   DRAWINGS. 


CHAPTER  XIV. 

HOW   TO    BUILD   AN   ELECTRIC    CAB. 
Scale  Yy.  inch  to  the  foot. 

The  working  drawings,  Fig.  266,  are  those  of  a  cab  suitable 
for  summer  use,  and  are  especially  intended  to  illustrate  the 
design  of  the  side  elevation,  together  with  the  position  of 
the  different  mechanical  features  which  belong  more  par- 
ticularlv  to  an  electric  motor  carriage.  The  design  is  a  com- 
bined illustration  in  four  parts;  the  central  figure  (i)  is  an 
elevation  of  the  complete  cab ;  the  left  side  (Fig.  2)  is  a  half 
elevation,  front  view ;  the  right  side  (Fig.  3)  is  a  half  eleva- 
tion, rear  view  ;  the  under  side  (Fig.  4)  is  a  half  plan  view ; 
at  the  top  (Fig.  5)  is  the  plan  of  the  sector  gears  of  the  steer- 
ing bar  and  their  movement.  To  provide  for  these  new 
designs  it  was  necessary  to  cut  loose  from  the  prevailing 
idea  of  the  arrangement  of  this  class  of  motor-electric,  and 
proceed  by  another  path  to  bring  the  work  up  to  that  stand- 
ard of  high-class  carriage  building  which  the  vehicle  as  a 
mode  of  travel  deserves,  and  to  make  it  a  pleasure  carriage, 
rather  than  a  machine  or  engine.  The  effect  of  beauty  is  the 
predominating  force  which  influences  the  carriage  maker; 
that  other  factor,  strength,  will  in  the  meantime  assert  itself . 

The  length  of  the  cab  is  9  feet  4  inches ;  the  height  is 
7  feet ;  the  width,  5  feet  4  inches.  The  body  is  mounted 
on  iron  curved  frames  bolted  to  the  four  elliptic  springs 


366 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


HOW   TO   BUILD   AN   ELECTRIC   CAB.  367 

and  to  the  rocker  of  the  body.  The  rockers  are  rein- 
forced with  an  iron  edge  plate,  screwed  to  the  inside 
surface  from  the  dash  to  the  lazy  back,  2|  inches  wide 
and  i  inch  thick,  as  shown  by  the  straight  line,  T(¥ig.  2), 
of  the  front  views  of  the  design  (Fig  i).  The  iron 
pumphandle-shaped  side  bars  are  provided  with  solid 
forged  flaps,  which  rest  on  each  elliptic,  and  are  secured  by 
|-inch  bolts.  The  front  end  of  the  battery  caisson,  Z,  is  sup- 
ported by  iron  loops  forged  onto  the  pumphandle  bars, 
which  pass  under  the  rockers  and  floor,  and  are  secured  by 
by  T  bolts  to  the  rocker.  A  bar  of  ash  is  let  into  the  bot- 
tom, which  in  turn  holds  up  the  floor  that  the  cells  rest  up- 
on. This  is  the  front  bar  of  the  three  which  compose  the 
support  for  the  floor  of  the  battery  trays,  which  are  made  of 
hard  ash,  and  must  be  seasoned  (kiln-dried).  The  top  of  the 
battery  chest  is  made  of  dry  birch,  the  grain  of  the  wood 
running  lengthwise  of  the  box,  composed  of  three  pieces 
screwed  onto  the  framing  and  covered  with  a  paste  of  white 
lead  and  varnish,  glue  not  being  suitable  for  the  fixing  of 
the  boards.  The  battery  caisson  is  not  fixed  to  the  body ; 
the  space  separating  them  is  utilized  for  the  passage  of  the 
steering  and  brake  rods  used  in  guiding  and  stopping  the 
carriage.  Upon  the  back  end  of  the  chest  is  mounted  a 
driver's  seat  on  iron  braces,  G  and  N  (Fig.  i).  The  seat 
frame  is  provided  with  two  compartments ;  on  the  near  side 
is  the  controller,  O  ;  on  the  off  side  a  box  provides  for  a  kit 
of  tools,  the  controller  taking  up  the  space  of  18  x/  x  5  inches. 
The  handle  bar,  ^f  (Fig.  i)  and  X (Fig.  3),  operates  machin- 
ery for  starting,  stopping  and  regulating  the  speed  of  the 
motor,  A  (Figs,  i,  3  and  4).  By  this  means  the  electric  cur^ 
rent  generated  from  the  batteries,  Z,  is  controlled  by  wires 
which  connect  the  controller  with  the  motor.  The  motor 
shaft  is  operated  upon  the  driving  wheel,  Y,  with  a  2-inch  cog 


368  HORSELESS  VEHICLES  AND   AUTOMOBILES. 

meshing  into  a  1 4-inch  toothed  cog,  /,  clipped  to  the  spokes 
of  the  driving  wheel,  F.  The  motor  is  fixed  to  the  2-inch 
rear  axle  by  means  of  the  perch  plates,  R  (Fig.  i).  The 
bottom  plate  forms  the  clip  yoke,  which  receives  the 
threaded  stem  formed  on  the  top  perch  plate,  shown  by  the 
letters  P  P(Figs.  3  and  4).  The  inside  nut  is  threaded  to  a 
T\-inch  bolt.  These  plates  hold  the  motor  to  the  axle  in 
rings.  The  other  ends  of  the  perch  plates  are  likewise 
coupled  to  the  front  axle.  The  perch  is  made  of  hickory, 
the  ends  of  which  butt  the  axle  at  the  front  and  the  motor 
at  the  rear. 

The  top  plate  of  the  perch  is  bridged  to  receive  the  steer- 
ing bar,  F,  which  is  pivoted  to  the  arm,  W,  at  d  (Fig.  4), 
and  to  the  fork  brace,  L,  at  C.  The  movement  is  crosswise 
from  dto  d',  of  the  outside  knuckle,  and  from  c  e'  of  the  in- 
side knuckle  joint.  This  distance  is  ioj  inches,  this  being 
necessary  in  order  to  obtain  an  angle  to  the  rim  of  the  front 
wheel,  b,  of  45  degrees,  from  b  to  c'  along  the  dotted  line, 
J^(Fig.  4).  When  the  handle  bar,  B,  of  the  steering  gear 
(Fig.  i)  is  moved  aside  7  inches  from  the  center,  E  (Fig.  5),  to 
C',  the  bar,  Z,  by  means  of  the  segments,  A  A  (Fig.  5),  will 
move  to  the  point  of  the  pivot,  g  (Fig.  4).  When  this  handle 
bar,  B,  is  moved  to  the  right  the  carriage  will  be  turned  to 
the  left  side,  which  result  is  expected  by  the  driver,  as  all 
turns  are  made  to  the  near  side  when  the  driver  has  the 
right  of  way.  If  we  bridge  the  perch  at  R  (Fig.  i)  we  in- 
crease the  rigid  support  of  the  motor  to  the  axle.  The  perch 
is  stronger  than  it  would  be  if  the  plate  was  an  un- 
broken line. 

Our  drawings  are  to  a  scale,  and  the  mechanic  can  follow 
the  idea,  the  size  of  the  wheels,  springs,  and  axles  can  be 
measured,  and  so  far  as  the  position  of  the  motor,  the 
battery,  the  controller,  the  steering  gear  and  brake  are  con- 


HOW   TO    BUILD   AN   ELECTRIC   CAB.  369 

cerned,  they  are  the  same  as  in  nearly  all  electric  propelled 
carriages  ;  the  shape  of  the  motor  may  be  different,  but  the 
method  of  turning  the  driving  wheel,  F,  is  present  in  every 
case,  and  as  a  general  thing  the  axles  are  coupled  together 
with  two  or  three  perches,  but  this  is  not  the  only  method 
used.  Some  are  without  rigid  perches  and  some  perches 
may  be  pivoted.  The  brake  is  as  important  to  a  motor  car- 
riage as  the  steering  gear,  and  the  means  of  using  it  must 
be  within  convenient  distance  of  the  driver's  right  foot ;  it  is 
therefore  placed  to  the  right  of  the  upright  steering  rod,  F 
(Fig.  i).  The  brake  is  shown  in  the  side  elevation  (Fig.  i), 
and  when  set  so  as  to  clutch  on  the  disc,  K,  impedes  the 
turning  of  the  driving  wheels.  This  clutch  is  therefore  con- 
structed on  both  driving  wheels  alike  ;  the  lever,  r  (Fig.  i),  is 
pushed  with  the  foot  ahead.  This  lever  is  pivoted  at  S,  and 
connected  to  the  rod,  D,  which  is  pivoted  to  the  upright 
rod,  fy  then  from  this  point  a  flat  rod  5-1 6-inch  thick  by 
|-inch  wide  is  connected  to  the  i-inch  round  cross  rod,  P 
(Fig.  4),  and  shown  at  P  (Fig.  i),  as  pivoted  at  V  (Fig.  i). 
Then  the  flat  bar,  Q,  is  pivoted  at  Wto  the  cross  rod  P"t 
which  at  the  back  end  is  pivoted  to  the  clutch  71,  which 
finally  is  pivoted  to  a  band  of  brass  fixed  to  the  axle,  hinged 
in  two  parts  and  separated  when  the  brake  is  off  with  a 
spring,  which  keeps  the  band  from  contact  with  the  edge  of 
the  revolving  disc,  K,  fixed  to  the  cog  wheel,  J.  We  have 
seen  brakes  fixed  in  this  way,  but  do  not  endorse  them.  We 
think  it  better  to  fix  the  support  of  the  brake  clutch  lower 
down  and  make  the  supporting  braces  fast  to  the  end  of  the 
motor,  in  close  proximity  to  the  disc,  K. 

The  drawing  shows  a  step,  with  a  wing  at  its  rear  over 
the  front  wheel,  which  makes  a  convenient  entrance,  es- 
pecially from  the  sidewalk  ;  it  is  about  7  inches  high.  In 
riding  the  passenger  can  see  ahead,  which  is  an  important 


370  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

advantage  in  favor  of  this  design,  and  the  suggestion  is 
offered  that  for  park  and  seaside  resorts  the  design  is  an 
appropriate  one.  The  line,  J/(Fig.  i),  is  the  slope  which 
the  top  of  the  box  has  that  covers  up  the  cogs  and  rods  con- 
nected with  the  brake  and  steering  gear,  but  left  exposed  on 
the  drawing  to  enable  us  to  show  the  construction  of  the 
pivots,  the  rods  and  the  connections. 

H  is  a  bar  that  braces  the  perches  crosswise ;  it  may  be 
bolted  to  the  plates  or  welded  on  ;  the  latter  occasions  the 
most  work,  but  has  by  far  the  best  appearance,  and  for  this, 
if  for  no  other  reason,  it  should  be  welded,  and  if  we  resort 
to  smooth  forgings  all  the  way  through,  the  appearance  of 
the  finished  carriage  will  repay  the  extra  expense.  To  leave 
the  ends  of  the  bars,  either  wood  or  iron,  unfinished  will 
prove  in  the  end  more  expensive  than  to  round  or  chamfer 
them,  or  to  finish  with  scroll  finish  in  regular  carriage  form. 

This  last  is  the  best  that  can  be  devised,  and  then  the 
painter  can  stripe  them  and  the  appearance  cannot  be  ad- 
versely criticised.  The  clumsy  appearance  of  the  motor 
carriages  has  done  much  to  injure  them.  If  carefully  de- 
signed at  the  outset,  they  can  be  made  to  look  light  and 
graceful,  no  matter  how  heavy  the  whole  carriage  may  be. 
If  we  take,  for  instance,  the  spring  bar  over  the  hind  spring 
and  cut  a  scroll  on  the  end  to  project  over  the  spring,  as 
shown  in  Figs.  I  and  3,  and  let  the  flap  of  the  pumphandle 
side  bar  extend  out  upon  it,  with  the  edges  of  the  iron 
rounded  off,  we  will  have  a  good  looking  piece  of  work.  We 
must  secure  the  top,  or  the  back  end  of  the  wing  to  the 
body,  or  to  some  other  support  in  that  vicinity,  and  the 
shortest  distance  to  the  point  of  fixture  is  generally  the  one 
selected  for  this  purpose.  We  fix  the  stay  of  the  wing  to 
the  brace  //',  and  bolt  this  to  the  pumphandle  side  bar  and 
the  body,  and  solid  to  this  brace  H.  We  turn  off  the  stay 


HOW   TO    BUILD   AN   ELECTRIC   CAB.  371 

to  take  the  bottom  of  the  wing,  which  is  bolted.  The  bolts 
are  first  put  in  through  the  square  hole  in  the  iron  of  the 
wing  and  driven  in  so  as  to  make  a  tight  fit,  the  head  being 
countersunk  so  as  not  to  show  on  the  top  of  the  leather 
when  filed  up  in  good  shape.  It  makes  a  good  job,  and  one 
that  is  not  expensive.  The  work  will  look  as  though  it  was 
intended  to  be  so,  but,  on  the  other  hand,  if  we  put  the 
matter  off  until  the  job  is  ironed,  and  as  a  last  thing  begin 
to  calculate  where  and  how  to  fasten  it  on,  then  the  trouble 
and  expense  will  begin  and  a  nice  piece  of  iron  work  will  be 
spoiled,  because  of  the  bolt  being  just  where  it  can  be  seen. 
These  small  things  look  well ;  they  are  noticeable  more  than 
the  axles,  and  they  can  be  turned  to  add  much  to  the  appear- 
ance of  the  work.  The  point  to  keep  in  sight  is  to  work  in 
the  regular  carriage  making  way,  or  better,  but  not  worse. 
If  there  is  a  machinist  who  can  iron  off  a  motor  carriage 
better  than  the  carriage  smith  irons  off  his  victoria  or 
brougham,  then  he  can  iron  anything  from  a  locomotive  to 
a  sulky,  and  this  includes  all  that  is  heavy  or  light. 

The  foregoing  remarks  on  the  iron  and  wood  work  of  the 
motor  carriage  are  suggested  by  what  we  have  seen,  and 
they  are  intended  to  improve  the  construction  of  the  car- 
riages in  this  country.  They  are  already  strong  enough, 
they  are  already  heavy  enough,  and  they  are  big  enough, 
but  the  work  is  crudely  done.  It  is  rough,  it  is  not  sym- 
metrical, the  irons  do  not  taper,  are  not  correctly  swaged, 
the  offsets  are  not  carefully  executed,  and  the  setting  of  the 
axles  is  contrary  to  those  rules  long  established  for  the  con- 
struction of  the  dished  wheel  and  tapered  arm.  If  we  dish 
the  wheel  we  must  plumb  the  spoke,  and  if  we  plumb  the 
spoke  we  must  taper  the  spindle.  We  cannot  do  one  with- 
out doing  the  other  two,  for  if  we  desire  to  avoid  the  friction 
of  the  box  and  axle  we  must  have  the  spindle  parallel  to  the 


372  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

ground,  and  if  the  spindle  is  not  horizontally  set,  then  the 
box  will  crowd  either  the  nut  or  collar.  If  we  do  not  dish 
the  wheel  it  will  not  stand  up  for  its  expected  time.  The 
wheels  look  better  when  flared  out  at  the  top,  as  shown  on 
the  drawings.  There  is  no  mechanical  problem  in  the  fact 
that  the  wheels  are  driven  by  a  cog  wheel  that  is  clipped  to 
the  spokes,  as  in  casting  this  toothed  wheel  the  angle  which 
the  flare  of  the  wheel  creates  can  be  made  upon  the  pattern. 
Any  mechanic  will  admit  it  is  of  no  consequence  what  this 
angle  may  be.  The  teeth  of  the  cog  wheel,  /,  can  be  set  to 
the  flare  of  the  wheel,  called  in  the  carriage  shop  the  swing 
of  the  wheel,  and  mesh  with  the  one  fixed  to  the  shaft  of  the 
motor.  This  will  be  done  as  time  is  given  to  the  work.  We 
know  that  the  front  and  hind  wheels  are  set  to  a  vertical 
instead  of  an  inclined  plane,  and  the  result  is  that  the  wheels 
appear  to  lean  in  at  the  top,  and  if  set  to  a  vertical  line  the 
weight  which  they  carry  will  spring  a  2^-inch  axle,  so  that 
the  axle  will  off  at  the  top  of  the  collar  rind  on  at  the  bottom 
of  the  point  of  the  spindle.  These  are  the  facts,  and  the 
best  mechanic  in  America  cannot  change  them.  Every  car- 
riage maker  knows  this  to  be  true,  and  this  applies  to  any 
wheel  that  has  a  tapered  spindle.  It  is  impossible  to  taper 
a  spindle  and  then  use  a  straight  or  vertical  rim,  and  pre- 
vent the  above  trouble. 

We  are  indebted  to  the  courtesy  of  "  The  Hub  "  for  this 
design  and  description. 


Chapter  XV. 

THE    GENERAL    MANAGEMENT   OF   MOTOR 
VEHICLES   OF   ALL   KINDS. 

SPECIAL   MANAGEMENT   OF  VEHICLE    MOTOR    POWER — STEAM 
MOTOR   VEHICLES — EXPLOSIVE   MOTOR  VEHICLES. 


CHAPTER     XV. 

THE    GENERAL    MANAGEMENT   OF   MOTOR  VEHICLES. 

Never  put  on  the  brake  before  turning  off  the  power, 
except  in  pressing  emergency.  This  is  a  source  of  economy 
in  power  and  wear  and  tear  of  machinery. 

Never  cross  a  railroad  track,  or  defective  place  in  a  street 
or  road,  with  the  full  power  on,  and,  if  possible,  at  very 
moderate  speed,  under  the  momentum  of  the  vehicle. 

If  a  vehicle  has  two  brakes,  a  band  and  a  tire  brake,  always 
use  the  band  brake  first  and  every  time,  except  in  emergen- 
cies of  danger.  A  tire  brake  wears  and  injures  the  tires. 

Do  not  think  that  a  motor  vehicle  with  any  kind  of  motive 
power  is  as  intelligent  as  a  horse.  Horses  can  be  sometimes 
trusted  and  know  the  road. 

Never  forget  yourself  and  start  a  vehicle  with  the  brake 
on.  It  is  a  loss  of  power  and  may  cause  breakage  in  the 
driving  gear. 

Never  try  to  jerk  a  vehicle  out  of  a  rut  or  mud-hole  by 
throwing  on  the  high  speed  power.  If  it  does  not  move  by 
the  slowest  motion  gear,  which  should  always  be  the  strong- 
est for  up  grades,  an  investigation  should  be  made  and  help 
given.  Horse-drawn  vehicles  are  sometimes  in  the  same 
predicament. 

In  steering,  a  driver  is  not  expected  to  grip  the  steering 
lever  or  wheel  with  nervous  anxiety.  A  hard  steering  gear 
is  out  of  the  question  in  good  models  of  automobiles. 


376  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

Too  many  operations  attached  to  the  steering  handle  are 
not  desirable  ;  they  lead  to  confusion,  and  may  be  the  cause 
of  mistakes.  Let  one  hand  do  the  steering  alone,  with  as  few 
unimportant  attachments  as  possible,  is  the  experience  de- 
rived from  a  mechanical  view  of  the  conditions  of  automobile 
driving. 

As  much  care  should  be  exercised  in  running  over  road 
obstructions  with  the  horseless  vehicles  as  with  those  drawn 
by  spirited  horses ;  there  is  no  dash  business  over  obstruc- 
tions or  a  bad  condition  of  the  road. 

When  coming  to  a  stop  at  a  curb  or  on  the  road,  it  is  de- 
sirable to  shut  off  the  power  some  time  before  reaching  the 
stopping  place,  and  move  up  to  the  stopping  place  by  the 
momentum  of  the  vehicle, — applying  the  brake  only  at  the 
last  moment.  This  is  one  of  the  first  things  that  an  auto- 
mobile driver  should  learn  by  practice  It  saves  power  and 
mileage,  and  makes  a  graceful  manoeuver  in  coming  to  a 
stop. 

Reversal  of  the  power  and  motion  of  a  vehicle  while  speed- 
ing is  dangerous,  and  even  at  moderate  speed  is  undesirable, 
and  should  never  be  done  unless  sudden  danger  makes  it 
necessary.  It  strains  the  motive  power  and  may  cause  a 
breakdown.  In  all  ordinary  driving  the  vehicle  should  come 
to  a  gradual  stop  by  timely  shutting  off  the  power,  and  then, 
if  need  be,  applying  the  brake  for  a  stop,  and  reverse  from  a 
standstill. 

Finally,  it  should  be  the  first  work  of  a  purchaser  or 
driver  of  an  automobile  vehicle,  whether  its  driving  power 
be  steam,  an  explosive  motor,  electricity  or  compressed  air, 
to  become  familiar  with  every  part  of  its  mechanism  and  of 
its  working  details — the  whys  and  wherefores  of  every  move- 
ment— before  an  attempt  is  made  to  run  the  vehicle  on  a  street 
or  road.  It  is  recommended  that  the  driving  wheels  be 


GENERAL   MANAGEMENT   OF   MOTOR  VEHICLES.          377 

blocked  up  by  the  shaft  and  the  whole  manipulation  of  the 
driving  power  be  gone  through  with  in  all  its  details  before 
venturing  upon  the  road. 

This  will  give  confidence  and  pleasure  on  the  first  trip 
out. 

SPECIAL   MANAGEMENT   OF  VEHICLE   MOTOR  POWER. 
STEAM   MOTOR   VEHICLES. 

The  action  of  steam  is  so  direct  and  its  control  so  simple 
that  but  little  can  be  said  that  will  cover  the  machinery  de- 
tails of  all  of  the  builders  of  steam  driven  automobiles. 

The  point  principally  to  be  watched  and  cared  for,  apart 
from  the  general  management  already  described,  is  the  water 
feed  of  the  boiler.  The  boiler  feed  pump,  as  operated  by 
the  engine  direct  or  from  the  vehicle  shaft,  does  not  feed 
the  boiler  with  water  in  proportion  to  the  steam  used  under 
the  varying  conditions  of  the  road  or  the  grade. 

On  an  up  grade  or  bad  road  the  speed  of  the  vehicle  is  la- 
bored and  slow,  and  more  steam  is  used  than  on  down  grades 
and  smooth  roads. 

In  the  one  case  the  pump  does  not  meet  the  requirements 
of  the  boiler,  and  the  boiler  loses  water.  In  the  other  case 
the  shorter  throw  of  the  link  lessens  the  quantity  of  steam 
used  and  the  pump  gains  on  the  boiler  water  level.  In  some 
vehicles  an  equalizing  regulation  is  provided  by  means  of  a 
three-way  cock  with  a  lever  connection  by  which  the  driver 
can  control  the  work  of  the  pump  by  diverting  part  of  the 
water  back  to  the  tank.  A  frequent  watch  on  the  water 
gauge  is  necessary ;  although,  when  once  a  person  gains  ex- 
perience, the  condition  of  the  road  largely  helps  to  remind 
him  of  the  time  to  increase  or  decrease  the  boiler  feed.  In 
some  vehicles  a  supplementary  pump  is  provided  that  re- 
quires but  the  pressure  of  a  button  or  the  movement  of  a 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 

lever  to  regulate  the  water  level.  Again,  this  auxiliary  pump 
is  made  automatic  by  a  differential  expansion  apparatus,  so 
constructed  that  when  the  water  in  the  boiler  falls  to  a  fixed 
point,  steam  displaces  the  water  in  the  regulator  and  its  ex- 
pansion through  a  lever  opens  the  throttle  of  the  auxiliary 
pump  and  thus  keeps  the  water  in  the  boiler  within  proper 
limit. 

The  earlier  burners  were  lighted  by  a  match  applied  to 
the  vapor  of  alcohol  or  gasoline  in  a  cup  under  the  burner. 
Others  use  an  alcohol  torch  for  heating  a  small  vaporizing 
pipe  which  gives  a  blow-pipe  jet  for  heating  the  principal 
vaporizing  coil,  or  for  heating  the  boiler,  until  it  is  hot  enough 
to  vaporize  the  gasoline  in  the  vapor  pipe  passing  through 
the  boiler  tubes.  A  later  device  is  to  light  the  gasoline  vapor- 
izing from  the  jet  burners  by  a  spark  from  a  dry  battery. 
This  is  done  by  a  push  button  at  the  seat.  This  provides  for 
entirely  shutting  off  the  burner  when  the  vehicle  stops  for 
a  short  time. 

In  other  steam  vehicles  a  pilot  burner  of  small  size  is  kept 
ignited  when  the  vehicle  is  at  rest,  which  keeps  up  steam 
ready  for  a  quick  start.  The  general  regulation  of  the 
burner  is  by  control  of  the  amount  of  flow  of  the  gasoline 
from  the  pressure  tank. 

The  air  pressure  in  the  gasoline  tank  should  be  kept  as 
uniform  as  possible,  in  order  that  the  flow  of  gasoline  to  the 
burner  should  not  vary  beyond  a  reasonable  limit. 

In  order  to  control  the  air  tank  pressure  it  should  never 
be  more  than  two-thirds  full  of  gasoline,  so  that  the  air 
space  may  be  large  enough  to  give  sufficient  elasticity  to  the 
air  pressure,  that  it  will  not  rapidly  fall  as  the  gasoline  is 
used. 

In  some  vehicles  a  separate  air  tank  is  used  and  automa- 
tically pumped  up  by  an  independent  steam  pump.  With 


SPECIAL  MANAGEMENT   OF  VEHICLE   MOTOR  POWER.    3/9 

the  large  size  of  the  air  tank  the  pressure  on  the  gasoline  will 
scarcely  vary  more  than  one  or  two  pounds  in  an  hour, 
which  is  indicated  by  the  air  gauge  on  the  dash  board. 

Four  gauges  are  desirable  on  a  steam  propelled  vehicle  : 
a  steam  pressure  gauge,  an  air  pressure  gauge,  a  gasoline 
indicator  and  a  water  gauge.  The  first  three  named  are 
placed  in  a  cluster  on  the  dashboard  and  are  easily  ob- 
served. 

The  water  gauge  at  the  side  and  beneath  the  seat  is  not 
so  readily  observed  ;  but  when  a  little  experience  has  been 
obtained  in  regard  to  the  rate  of  change  in  the  water  level 
in  the  boiler  under  the  action  of  the  boiler  feed  pump,  no 
apprehension  may  be  felt  that  requires  a  look  at  the  gauge 
oftener  than  for  a  3-mile  run. 

With  an  auxiliary  and  automatic  pump,  the  water  gauge 
needs  but  very  little  attention. 

Every  vehicle  should  be  provided  with  an  electric  light 
behind  the  water  gauge  and  in  front  of  the  three  gauges  on 
the  dashboard.  A  dry  battery  is  sufficient  for  this,  or  a 
small  storage  battery  may  be  used  for  the  gauges  and  side 
lights  of  the  vehicle.  Cleanliness  of  the  motive  power,  gear, 
and  attention  to  the  oiling  of  the  running  parts  should 
require  no  attention  on  the  road  ;  this  should  be  done  in  the 
stable,  and  should  receive  more  attention  than,  we  fear,  is 
given  by  owners  and  drivers  who  have  no  mechanical  pro- 
clivities. The  same  treatment  of  your  carriage  and  horses 
will  soon  disable  a  valuable  rig. 

EXPLOSIVE   MOTOR   VEHICLES. 

The  special  attention  required  for  running  a  gasoline 
motor  vehicle  is  quite  different  from  what  is  needed  in  a 
steam  motor  vehicle.  More  levers  are  required  to  be 
manipulated,  or  when  many  movements  are  concentrated  in 


380  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

the  steering  lever,  more  attention  must  be  directed  to  the 
various  devices  to  be  operated  by  the  steering  hand  in 
order  to  avoid  mistakes  and  not  do  the  wrong  thing. 

The  ways  and  means  for  operating  the  explosive  motor, 
and  the  necessary  change  gears  vary  so  much  in  the  various 
vehicles  in  use,  that  a  detailed  study  ol  the  construction  and 
operation  of  any  one  needs  to  be  made  by  a  purchaser  under 
instructions  from  the  manufacturer.  . 

The  same  general  management  is  required  as  noted  on  the 
first  pages  of  this  chapter.  The  only  gauges  to  be  observed 
are  the  ones  showing  the  quantity  of  gasoline  in  the  tank,  or 
an  air-pressure  gauge  where  the  position  of  the  tank  requires 
pressure  for  raising  the  gasoline  to  the  vaporizer,  for  which 
a  hand  pump  is  usually  provided  for  occasional  use.  As  the 
pressure  in  the  gasoline  tank  is  constantly  changing  by  the 
increasing  area  of  the  air  space,  the  air  pump  needs  a  few 
strokes  occasionally  to  keep  up  a  moderate  pressure  to  raise 
the  gasoline  to  the  vaporizer.  The  methods  of  ignition  are 
not  alike  in  the  vehicles  of  different  manufacturers,  and 
should  be  made  a  special  study  under  their  instructions.  A 
part  of  the  running  regulation  in  some  vehicles  is  derived 
from  delaying  the  ignition,  and  in  others  by  varying  the 
explosive  charge,  and  yet  others  by  both  methods.  Each  is 
controlled  by  a  special  handle  or  lever  manipulation,  which 
requires  special  instructions  suited  to  each  design. 

The  change  gear  also  varies  so  much  with  different  manu- 
facturers that  no  definite  details  of  their  operation  can  be 
given  other  than  by  reference  to  their  construction  and 
operation  as  given  in  the  body  of  this  work. 


Chapter  XVI. 
COMPRESSED   AIR   POWER   FOR  VEHICLES. 


CHAPTER  XVI. 

COMPRESSED   AIR   POWER   FOR  VEHICLES. 

The  use  of  compressed  air  for  railway  propulsion  has  now 
been  on  trial  for  nearly  a  quarter  of  a  century,  with  but 
small  advances  in  its  adaptability  beyond  the  limited  termi- 
nals of  local  road  lines,  and  for  factory  and  mining  traction. 

The  bar  to  its  early  success  seems  to  have  been  wholly  due 
to  the  initial  low  pressure  in  the  storage  tanks,  which  was 
limited  to  from  300  to  600  pounds  per  square  inch,  until  the 
beginning  of  the  last  decade,  when  high  pressure  air  service, 
for  motive  power,  began  to  receive  attention.  The  first  trials 
of  compressed  air  at  from  2,000  to  3,000  pounds  pressure  per 
square  inch  was  in  railway  work,  and  has  reached  a  successful 
issue. 

The  first  trials  of  high  pressures  for  road  carriages  did 
not  give  satisfactory  results  in  England,  but  its  application 
as  a  motive  power  for  heavy  vehicles  has  made  a  fair  pro- 
gress, and  is  now  in  successful  operation  in  France.  A  deliv- 
ery wagon  is  reported  to  be  in  operation  in  Paris,  having  a 
storage  capacity  of  18  cubic  feet  of  compressed  air  at  a  pres- 
sure of  4,200  pounds  per  square  inch. 

The  air  is  delivered  from  the  high  pressure  steel  bottles 
by  a  differential  valve,  and  reheated  in  a  steel  coil  by  a  gaso- 
line burner  to  an  amount  to  double  its  volume  under  a  vary- 
ing working  pressure  of  from  25  to  50  pounds  per  square 
inch,  as  needed.  The  cost  of  reheating  the  air  for  this  vehi- 


384  HORSELESS -VEHICLES    AND   AUTOMOBILES. 

cle  is  about  one  pound  of  gasoline  per  hour,  when  running  at 
ordinary  speed. 

In  the  United  States,  the  American  Air  Power  Company, 
the  International  Air  Power  Company,  and  the  New  York 
Auto  Truck  Company  are  pushing  the  interest  of  compressed 
air  for  vehicle  propulsion  with  a  line  of  practical  experi- 
ments to  demonstrate  the  feasibility  of  compressed  air  vehi- 
cles for  street  haulage  and  for  ordinary  truckage.  These 
companies  are  operating  under  the  Hardie  and  Hoadley- 
Knight  patents. 

A  runabout  wagon  has  been  constructed  by  Mr.  C.  D.  P. 
Gibson  for  the  Air  Vehicle  Company,  with  an  air  engine 
weighing  but  36  pounds,  and  with  compressed  air  storage 
capacity  of  six  cubic  feet  at  2, 500  pounds  pressure  per  square 
inch,  the  vehicle,  storage  and  motive  power  weighing  670 
pounds.  The  working  pressure  is  reduced  to  1 50  pounds 
through  a  differential  valve,  and  the  air  reheated.  Thus,  a 
single  storage  charge  should  give  out  one  horse  power  for 
five  hours,  and  cover  a  distance  of  from  20  to  30  miles  in  such 
a  vehicle.  Thus  the  possibilities  of  compressed  air  for  in- 
dividual use  lie  in  the  ability  to  obtain  a  charge  at  some 
high  pressure  air  station,  or  to  operate  a  small  oil  engine 
power  and  high  pressure  compressor  with,  perhaps,  a  high 
pressure  reserve  tank  for  contingencies. 

For  trucks  or  traction  wagons  operating  on  short  circuits, 
the  problem  of  the  practicable  service  of  compressed  air  for 
vehicle  power  is  most  encouraging.  For  shop  and  yard  work 
requiring  short  circuits  with  facilities  for  recharging  at  sev- 
eral points  from  pipe-line  air  hydrants,  the  problem  has  been 
practically  solved ;  and  we  illustrate  in  Fig.  267  a  shop 
truck  built  by  and  operated  in  the  works  of  the  American 
Wheelock  Engine  Company,  Worcester,  Mass.  The  upper 
hand  wheel  is  on  the  steering  spindle ;  the  lower  hand  wheel 


COMPRESSED  AIR  POWER  FOR  VEHICLES. 


385 


386 


HORSELESS  VEHICLES  AND   AUTOMOBILES. 


COMPRESSED  AIR  POWER  FOR  VEHICLES. 


387 


388 


HORSELESS  VEHICLES  AND   AUTOMOBILES. 


COMPRESSED   AIR   POWER   FOR  VEHICLES. 


389 


39° 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


is  for  operating  the  motive  power  by  a  lanyard  connection 
to  the  link  valve  gear.  The  throttle  is  governed  by  a  lever 
which  is  opened  by  the  operator  pressing  his  knee  against 
it  and  is  closed  by  a  spring.  The  motor  drives  both  rear 
wheels  through  a  differential  gear,  and,  when  working  under 
ordinary  conditions,  uses  about  75  cubic  feet  of  free  air  per 
mile. 

It  will  move  a  load  of  ten  tons,  and  occupies  a  space  of  4 
feet  wide  by  1 5  feet  long. 

Fig.  268  illustrates  a  truck  for  general  haulage  used  at  the 


FIG.  272. — THE  REHEATING  OF  COMPRESSED  AIR  WHEN  COOLED 
BY  EXPANSION  FROM  HIGH  PRESSURE  STORAGE. 

Worcester  works  for  shipping  machinery  and  hauling  sup- 
plies. In  this  truck  the  air  is  reheated  by  passing  through 
a  hot  water  tank  charged  to  a  high  pressure. 

In  Fig.  269  is  illustrated  the  same  kind  of  truck  loaded 
with  lumber  and  in  use  in  New  York  City,  and  in  Fig.  270 
a  compressed  air  traction  wagon  hauling  a  coal  wagon. 

In  Fig.  271  is  illustrated  the  same  traction  wagon  hauling 
a  flat  car  loaded  with  machinery  from  the  works,  acting  the 
j>art  of  a  switching  engine. 

Fig.  272  is  an  ideal  diagram   of  the  operating  parts  of  a 


COMPRESSED   AIR   POWER   FOR  VEHICLES. 


391 


compressed  air  motor  gear  with  the  reheating  device. 
Compressed  air  trucks  and  traction  wagons  are  also  used  at 
the  works  of  the  International  Power  Company,  Providence, 
R.  T. 

AN   AUTOMATIC   ELECTRIC   AIR   PUMP. 


4VB1     ,f\.u  i  ^Jd/i.1.  J.v_     rviv-c/v-i.  iv.-i.v-    ^i-JL^v.     jru.ivi.ir. 

A  most  desirable  adjunct  of  the  automobile  carriage  house 

^•^^ 


FIG.  273. — THE  AUTOMOBILE  AIR  PUMP. 

has  been  brought  out  by  the  Auto-Electric  Air  Pump  Co., 
of  Rochester,  N.  Y.,  and  No.  39  Cortlandt  Street,  New  York 
City.  The  electric  motor  and  air  pump  are  set  upon  a  base 
8  x  10  inches,  and  stands  10  inches  high.  Its  pumping  power 
is  derived  from  an  electric  motor  of  six  horse  power  geared 
to  an  air  pump  of  a  capacity  of  2\  cubic  feet  of  free  air  per 
minute,  at  100  revolutions  of  the  crank  per  minute,  at  any 


392  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

desired  pressure  for  automobile  or  bicycle  tires.  The  motor 
operates  from  a  no-volt  continuous  or  alternating  current, 
and  will  also  operate  from  a  nearly  full  charged  automobile 
battery,  thus  putting  the  pneumatic  tires  in  full  tension 
before  starting,  and  by  this  means  save  much  tiresome 
work  for  the  operator. 

This  pump  also  has  many  uses  in  furnishing  compressed 
air  for  operating  dental  tools,  air  brushes,  etc. 

The  air  pump  is  provided  with  an  air  pressure  gauge, 
shown  at  the  top  of  the  motor,  Fig.  273.  In  front  of  the 
motor  is  shown  the  air  pressure  regulator,  so  constructed 
that  it  can  be  set  to  any  desired  pressure,  which,  when 
reached,  a  small  delicately  arranged  piston  and  lever  oper- 
ates to  switch  off  the  current  and  stop  the  rnotor. 

It  is  certainly  a  very  compact  and  neat  apparatus,  and 
should  occupy  a  place  in  every  automobile  stable  where  an 
electric  current  can  be  obtained. 


Chapter  XVII. 
MISCELLANEOUS. 

VEHICLES,   MOTORS,   APPLIANCES,   ETC.,   ETC. 


CHAPTER  XVII. 

MISCELLANEOUS. 
THE  VICTOR   AUTOMOBILE. 

Improvements  in  the  elements  of  control  seem  to  have  no 
stay,  and  the  latest  production  of  a  steam  automobile  car- 
riage in  which  the  watchfulness  of  the  driver  on  the  opera- 
tion of  the  motive  power  is  almost  eliminated,  has  been 
brought  out  by  Mr.  A.  H.  Overman,  of  Chicopee  Falls, 
Mass.  It  is  illustrated  in  Fig.  274. 

In  the  Victor  automobile  the  fuel  may  be  gasoline  or 
kerosene.. 

The  vertical  tubular  boiler  is  made  entirely  of  steel,  a 
seamless  shell  with  heads,  and  tubes  of  ample  strength. 
Inspected  and  insured  by  the  Hartford  Steam  Boiler  Insur- 
ance Company. 

A  pair  of  vertical  is  engines  enclosed  in  a  case  free  from 
dirt  and  run  in  an  oil  bath. 

A  heater  utilizes  the  exhaust  for  heating  the  boiler  feed- 
water — the  residue  exhaust  is  air  condensed. 

Water  is  supplied  to  the  boiler  automatically  while  run- 
ning by  a  pump  driven  from  the  moving  parts ;  when  the 
vehicle  is  standing  the  pressing  of  a  button  starts  an  aux- 
iliary pump  for  bringing  the  water  up  to  its  proper  height.  In 
addition,  there  is  an  automatic  boiler  supply  regulator  con- 
sisting of  a  differential  expansion  bar  which  is  composed  of 


396 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


brass  tubes  and  a  solid  steel  bar.  Any  accidental  drop  in 
the  water  level  below  a  minimum  safe  point,  steam  displaces 
the  cold  water  in  the  regulator  and  the  expansion  of  the 
brass  tube  operates  a  lever  that  opens  the  steam  throttle  of 
an  auxiliary  pump  and  the  proper  water  level  is  quickly 
restored. 
In  case  all  the  boiler  feed  devices  should  become 


FIG.  274.— THE  VICTOR  AUTOMOBILE. 

deranged,  a  fusible  plug  at  a  stated  low  water  level  will  melt 
and  blow  out  the  fire  in  the  burner. 

A  sight  gauge  indicates  the  quantity  of  gasoline  in  the 
tank  at  all  times,  and  an  automatically  operated  air  pump 
keeps  an  even  pressure  in  the  tank. 

The  gauges  for  steam  and  air  pressure  and  fuel  supply  are 
located  in  plain  view  on  the  dash  board,  and  are  electrically 
illuminated  at  night  by  operating  a  push  button  on  the 
steering  handle. 

Another  notable  point  is  that  the  vehicle  is  self-locking,  or 


MISCELLANEOUS.  397 

ties  itself,  when  the  driver  leaves  his  seat.  A  spring  lever 
beneath  the  panel  of  the  seat  shuts  and  locks  the  throttle 
valve  when  the  driver  rises  from  the  seat,  and  the  vehicle 
cannot  be  started  until  the  driver  is  again  seated.  In  opera- 
tion there  are  only  two  things  to  keep  in  mind,  the  steering 
and  the  link  valve  lever  on  which  the  hands  rest  as  easily 
as  in  driving  a  horse. 

In  fact  the  Victor  is  conceded  to  be  the  advanced  auto- 
mobile of  the  new  century.  In  all  its  parts  other  than  above 
enumerated  it  is  of  the  most  approved  construction  of  the 
later  models. 

A  KEROSENE  MOTOR  CARRIAGE. 

In  Fig.  275  we  illustrate  a  surrey  built  by  the  New  York 
Kerosene  Oil  Engine  Company,  No.  31  Burling  Slip,  New 
York  City,  who  have  become  owners  of  the  patents  of  Feo- 
dor  C.  Hirsch  for  the  United  States,  France,  England  and 
Canada.  The  motors  are  of  the  four-cycle  compression 
type,  using  common  kerosene  oil  as  their  power  fuel. 

There  is  no  doubt  in  the  future  prospect  of  kerosene  as  a 
safe  and  available  fuel  for  explosive  motors,  and  the  constant 
improvement  being  made  in  details  of  motors  for  its  use, 
seems  to  indicate  its  growing  expanded  use  for  motor  vehi- 
cle power  as  well  as  for  launches  and  yachts.  It  is  the 
safest  and  cheapest  power  fuel  available  for  these  purposes. 

The  motor  as  shown  in  Fig.  276  is  separated  from  its  base 
for  carriage  use.  It  has  no  special  ignition  device  ;  the  bulb 
shown  on  top  of  the  cylinder  is  connected  with  the  cylinder 
head  and  receives  the  charge  of  kerosene  oil  for  each  impulse 
and  vaporizes  it  on  the  instant  ready  for  mixing  with  the  air 
charge,  drawn  in  by  the  piston.  For  starting  the  motor  a 
lamp  or  torch  is  used  for  from  6  to  8  minutes  to  heat  the 
vaporizing  bulb  to  the  proper  temperature  for 
vaporizing  the  oil,  which,  with  this  heat  and  the  heat  of 


398  HORSELESS   VEHICLES   AND   AUTOMOBILES. 


FIG.  275. — THE  KEROSENE  MOTOR  SURREY. 


FIG.  276. — THE  KEROSENE  OIL  MOTOR, 


MISCELLANEOUS.  399 

compression  at  the  return  stroke  of  the  piston  raises  the 
temperature  to  the  explosive  point.  This  gives  an  impulse 
to  the  piston  and  its  repetition  continues  the  action  of  the 
motor. 

It  will  be  easily  understood  that  by  injecting  the  oil  into 
the  hot  air  a  fraction  ahead  of  time  before  the  piston  reaches 
the  end  of  its  stroke,  the  following  advantage  is  ob- 
tained : 

No  condensation  of  the  gas  can  take  place  against  the  cyl- 
inder wall,  as  the  piston  has  swept  the  whole  cylinder,  and, 
nothing  but  pure  air  being  drawn  into  the  cylinder,  which 
is  compressed  into  the  combustion  chamber  before  the  oil 
is  injected. 

The  great  field  for  industrial  and  marine  work  is  now  so 
broad,  and  the  use  of  the  motor  vehicle  is  beginning  to  be  so 
thoroughly  appreciated,  that  a  simple  motor  that  can  be  run 
without  an  engineer,  or  expensive  battery  and  ignition  appa- 
ratus, is  sure  to  be  the  one  wanted,  and  kerosene  from  its 
general  use  will  occupy  a  prominent  place  in  all  these  fields, 
more  especially  in  that  of  the  horseless  vehicle. 

THE   LANCASTER   AUTOMOBILE. 

In  Fig.  277  we  illustrate  an  automobile  carriage  designed 
by  Mr.  James  H.  Lancaster,  95  Liberty  street,  New  York 
City.  It  is  of  the  explosive  motor  power  class  of  the  phae- 
ton style,  with  a  vis-a-vis  fore  seat. 

Mr.  Lancaster  has  brought  together  in  the  design  of  this 
carriage  and  its  motive  power  the  best  up-to-date  mechanical 
devices  for  economy  and  efficiency  for  a  compact  and  speedy 
vehicle. 

By  one  lever  only,  the  ingenious  and  efficient  speed-gear- 
ing yields  at  will  to  any  of  the  four  varying  rates  of  forward 
.speeds  and  one  backward,  and  yet  they  merge  impercepti- 


400 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


MISCELLANEOUS.  4OI 

bly  from  the  slowest  to  the  highest  limit  desired.  All  lubri- 
cation is  entirely  automatic.  Not  only  the  carriage  but  the 
entire  mechanism  is  carried  on  springs,  thus  avoiding  jarring 
and  injury  to  it.  This  increases  its  durability,  and  also  gives 
greater  comfort  to  the  riders. 

A  novel  and  perfect  gasoline  and  air  mixer  effects  great 
economy  in  fuel  and  ease  of  control.  It  is  not  effected  by 
atmospheric  changes  and  its  means  of  regulation  is  simple 
and  accurate.  The  rear  axle  being  in  one  piece,  greater 
strength  and  rigidity  is  ensured.  Starting  the  "  Lancamo- 
bile  "  motor  is  easily  and  instantly  effected  without  the  driver 
leaving  the  seat. 

The  "  Lancamobile  "  steering  and  speed  mechanism  can  be 
controlled  by  a  child,  and  the  absence  of  vibration,  noise  and 
smell  makes  gasoline  now  available  without  its  many  pre- 
vious disadvantages.  Speeds  range  from  three  miles  to 
thirty  per  hour.  The  construction  of  frame  and  mechanism 
is  such  that  almost  any  style  of  body  can  be  attached  to  it. 

AN   EXPERIMENTAL  SHOP. 

In  Fig.  278  we  illustrate  a  model  gasoline  motor  of  a  half- 
horse  power  made  in  "  The  Franklin  Model  Shop  "  of  Par- 
sell  &  Weed,  129  and  131  West  315!  Street,  New  York  City. 
The  motor  parts  are  made  on  a  wrought  iron  frame  suitable 
for  attaching  to  a  light  vehicle.  The  details  of  this  motor 
are  fully  described  and  illustrated,  with  the  tools  and 
methods  of  construction  for  amateur  instruction,  in  their 
book  on  "  Gas  Engine  Construction." 

Messrs.  Parsell  &  Weed  have  had  considerable  experi- 
ence in  gas  and  gasoline  engine  construction,  and  in  their 
Franklin  Model  Shop  they  have  an  establishment  which  is 
well  equipped  with  the  best  modern  machine  tools,  and,  with 
a  corps  of  intelligent  and  experienced  workmen,  they  are 


AO2 


HORSELESS  VEHICLES  AND   AUTOMOBILES. 


prepared  to  do  all  kinds  of  fine  work,  models,  and  for  build- 
ing automobile  engine  parts,  vaporizers,  etc.,  to  order  from 
inventor's  own  designs.  Their  drafting  department  is  also 


FIG.  278. — THE  MODEL  MOTOR. 

available  for  the  production  of  working  drawings  from  cus- 
tomer's sketches. 

A   COMBINED    MOTOR    AUTO-TRUCK. 

In  Fig.  279  we  illustrate  a  novel  combination  of  a  gasoline 
and  an  air  motor  truck,  built  by  L.  J.  Wing,  95  Liberty 
Street,  New  York  City. 


FIG.  279. — COMBINED  MOTOR  AUTO-TRUCK. 


MISCELLANEOUS.  403 

The  initial  power  in  this  system  is  a  gasoline  double-cyl- 
inder motor  ;  very  compact,  reliable,  and  of  large  power  for 
heavy  work.  This  motor  has  the  outer  end  of  each  cylinder 
arranged  as  an  air-compressor.  This  gives  an  abundance  of 
compressed  air  for  starting  the  motor  and  for  working  air 
brakes — similar  to  steam  engines,  for  blowing  a  whistle  or 
as  auxiliary  power  for  climbing  grades,  starting  heavy 
loads,  etc. 

As  shown  in  the  cut,  the  power  is  attached  to  the  front 
wheels  through  a  jackshaft  having  compensating  gears. 
With  this  arrangement  of  the  parts  the  driver  is  enabled  to 
turn  the  vehicle  at  right  angles  for  turning  in  narrow  streets, 
while  at  the  same  time  he  has  the  full  strength  of  the  com- 
mon wagon. 

The  power  plant  can  be  attached  to  any  truck  or  wagon 
by  removing  the  front  wheels,  axle  and  lower  half  of  fifth- 
wheel  and  substituting  the  power  plant.  Then  by  putting 
on  the  storage  tanks,  air-brakes,  etc.,  the  old  horse  truck 
becomes  a  practical  and  reliable  auto-truck,  capable  of  doing 
a  greater  amount  of  transporting  at  less  cost  than  by  horses 
and  occupying  but  one-half  the  room  on  the  street.  It 
does  not  soil  the  street  as  the  horse  does,  and  never  gets 
tired  or  sick. 

The  arrangement  for  steering,  stopping  and  starting  are 
all  made  very  strong,  but  these  operations  are  done  mechan- 
ically and  require  but  little  power  on  the  part  of  the 
"  Moteer,"  in  fact,  this  wagon  has  less  labor  for  the  operator 
than  the  small  electric  carriages. 

The  exhaust  has  been  arranged  so  as  to  remove  the  objec- 
tionable feature  of  the  gas  engine. 

Mr.  Wing  has  had  many  3  ears'  experience  in  machinery, 
and  was  the  first  one  in  the  East  to  make  the  gas  engine  a 
success  as  a  marine  power. 


404  HORSELESS  VEHICLES  AND   AUTOMOBILES. 

AUTOMATIC   IGNITER    FOR  STEAM   VEHICLE   BURNER. 

For  purposes  of  convenience,  as  well  as  economy,  the 
most  successful  types  of  steam  vehicle  are  constructed  with 
a  boiler  heated  by  a  gas  flame,  such  being-  produced  by 
employing  the  heat  of  the  boiler  itself  to  vaporize  liquid 
gasoline.  In  starting  the  boiler,  when  cold,  some  portion 
of  the  fuel  supply  pipe  is  first  heated,  and  when  it  has 
reached  the  required  temperature  the  supply  of  liquid  gaso- 
line under  air  pressure  is  turned  on,  and  becomes  vaporized 
or  turned  into  a  gas  in  passing  through  the  heated  pipe  ;  it 
issues  through  the  burner  under  the  boiler,  where  it  may  be 
ignited.  For  purpose  of  economy,  in  both  fuel  and  water 
(as  well  as  preventing  over  or  dangerous  pressure)  when 
stops  are  made  along  the  road,  various  automatic  devices 
have  been  invented  and  applied  to  this  type  of  automobile, 
by  which  the  gas  supply  is  diminished,  or  even  cut  down  to 
a  taper  or  pilot  flame.  As,  however,  the  bottom  of  the 
burner  is  pierced  with  many  holes  in  order  to  supply  air  to 
the  burning  gas,  sudden  gusts  of  wind  will  frequently 
extinguish  the  flame  when  so  turned  down,  and,  indeed,  it 
often  occurs  that  the  fire  when  turned  on  to  its  fullest  extent, 
with  the  vehicle  under  way  on  the  road,  will  be  suddenly 
blown  out.  In  the  latter  case,  it  is  necessary  to  stop  the 
vehicle  and  relight  the  fire. 

In  order  to  overcome  this  annoying  disadvantage,  an  elec- 
tric re-igniting  device  has  been  devised  and  put  upon  the 
market  by  the  A.  L.  Bogart  Company,  of  123  Liberty  Street, 
New  York  City,  which  is  particularly  simple  in  construc- 
tion, number  of  parts  and  method  of  applying.  It  consists 
of  a  spark-producing  device  contained  in  a  cylindrical  metal 
case,  five  inches  long  and  three  inches  in  diameter.  Pro- 
jecting from  the  upper  side  of  this  case  is  a  stem  surmounted 
by  platinum  sparking  points,  one  of  which  is  automatically 


MISCELLANEOUS. 


405 


movable.  This  instrument,  known  as  the  igniter,  is  sus- 
pended by  means  of  an  iron  brace  screwed  fast  to  the  bottom 
of  the  vehicle  in  such  manner  that  the  sparking  points 
pass  up  through  one  of  the  air  tubes  in  the  bottom  of  the 
burner  and  project  within  the  same  just  above  its  upper  sur- 
face. Figs.  280  and  281  represent  the  igniter  as  attached  to 


FIGS.  280  AND  281. 

the  steam  vehicle  known  as  the  Locomobile,  the  first  being 
a  side  and  the  second  an  end  view  of  the  same  ;  portions  of 
the  framework  are  represented  as  being  broken  away  in 
order  to  show  the  igniter  plainly.  Fig.  282  is  a  diagram  of 
the  igniter  and  its  electrical  connections,  on  a  larger  scale ; 
the  dotted  lines  between  the 
igniter,  button  and  battery 
box  indicate  the  wires  con- 
necting the  same.  The 
push  button  is  usually 
placed  at  the  right  hand 
side  of  the  driver,  prefer- 
ably near  the  starting  lever. 
Two  cells  of  dry  battery 
are  contained  in  a  neat  cyl- 
indrical case,  three  inches 


in     diameter     and     fifteen 


Battery  JBojC 

FIG.  282. 


406  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

inches  long,  which  is  provided  with  a  cover  and  may  be 
placed  in  a  tool  tray,  under  the  foot  board.  The  connect- 
ing cord  as  supplied  by  the  manufacturers  is  a  double 
strand,  twisted  together,  having  three  ends,  one  to  be 
attached  to  the  igniter,  one  to  the  button,  and  the  other 
to  screw  posts  in  the  battery  box. 

In  operating  this  arrangement,  the  fuel  having  been 
turned  on,  it  is  only  necessary  to  push  the  button,  when  a 
lighting  spark  will  be  produced  inside  of  the  fire  box.  This 
can  be  done  either  while  seated  in  the  wagon  or  standing 
outside  of  it.  The  heat  remaining  in  the  boiler  after 
putting  out  the  fire  is  sufficient  to  vaporize  the  fuel  so  as  to 
permit  re-igniting  any  time  from  one  and  a  half  to  two 
hours  after  extinguishment. 

VEHICLE   MOTORS   OF   THE   MAI/TBY   AUTOMOBILE   AND   MOTOR 
COMPANY. 

The  Maltby  Company,  who  are  located  at  No.  12  Clinton 
Street,  Brooklyn  Borough,  New  York  City,  furnish  gaso- 
line motors  with  water-jacketed  and  rib-cooled  cylinders  for 
bicycles,  tricycles,  carriages  and  launches. 

Fig.  283  represents  a  water-jacketed,  two-cycle  launch 
engine  of  three  horse  power, — height,  22  inches  ;  floor  space, 
20  x  12  inches. 

This  style  of  motor  is  furnished  in  sizes  of  i£,  3,  5,  6  and 
10  horse  power. 

The  carriage  motors  are  of  the  four-cycle  compression 
type,  with  ribs  for  air  cooling,  and  sizes  of  one  and  two  horse 
power  with  single  cylinders  and  of  four  horse  power  with 
double  cylinders  and  a  single  crank  case.  All  their  motors 
are  designed  on  the  most  approved  principles  of  construc- 
tion for  reliability,  and  are  provided  with  a  peculiar  electric 
ignition  device  that  varies  the  time  of  sparking. 


MISCELLANEOUS. 


407 


In  Fig.  284  is  illustrated  the  ribbed  and  air-cooled  motor 
of  the  carriage  type. 

When  placed  in  a  carriage,  or  on  a  tricycle,  the  feet  shown 
in  the  cut  are  replaced  by  brackets  direct  to  the  vehicle 
frame.  The  crank  case  is  made  of  aluminum,  which  con- 
tributes to  the  lightness  of  the  motor,  which  for  two  horse 
power  only  weighs  53  pounds. 


FIG.  283. — WATER-JACKETED  CARRIAGE  MOTOR. 

In  Fig.  285  is  shown  some  of  the  principal  parts  of  the 
carriage  motor.  The  crank  case,  uncovered,  with  the  reduc- 
ing gear,  cam  and  guide  for  operating  the  exhaust  valve. 
The  two  bolts  that  hold  the  motor  parts  together,  the  piston, 
cylinder,  and  cylinder  head,  which  is  also  ribbed,  and  the 
sparking  push  rod,  which  operates  by  contact  with  the 


408  HORSELESS  VEHICLES  AND   AUTOMOBILES. 

s 


MISCELLANEOUS.  409 

piston.     The  bicycle  motor  of  one  horse  power  is  made  on 
the  same  lines  as  above,  and  weighs  but  25  pounds. 

THE   LANGMUIR  TIRES. 

This  tire  possesses  certain  features  which  are  not 
embraced  in  other  makes  of  solid  rubber  tires.  It  has  been 
the  theory  of  inventors  of  solid  rubber  carriage  tires  that  it 
was  essential  to  have  the  rubber  fill  the  channel  before  the 
load  was  put  on,  and  this  feature  has  been  carried  out  in  all 
tires  that  have  come  to  our  notice,  with  the  exception  of 
"  Langmuir's,"  and  the  inventor  of  this  tire  seems  to  have 
conceived  the  idea  that,  in  order  to  make  a  successful  tire,  it 
was  necessary  to  make  a  radical  departure  from  the  old 


O    O 


NORMAL  UNDER  LOAD 

FIGS.  286  AND  287. — LANGMUIR. 

forms  and  methods  of  applying  the  tire,  and  we  observe 
that  he  has  made  his  tire  so  that  there  is  a  "  V-shaped  " 
space  between  the  rubber  and  the  flanges,  and,  in  talking 
with  the  inventor,  we  learn  that  this  is  the  primary  base  of 
their  claims,  and  being  of  this  shape  they  contend  that  they 
had  a  very  resilient  rubber  tire,  due  to  the  fact  that  the 
entire  weight  of  the  vehicle  comes  on  the  base  of  the  channel, 
and,  as  the  rubber  compresses  laterally  when  under  load,  it 
fills  the  channel,  and  in  this  way  the  entire  amount  of  rub- 
ber in  the  tire  is  brought  into  use,  whereas,  with  the  tires 
that  fill  the  channel  before  the  load  is  applied,  there  is  quite 
a  percentage  of  rubber  that  is  not  in  use,  for  the  reason  that 
before  the  load  is  put  on  it  fills  the  channel ;  consequently, 


410  .HORSELESS   VEHICLES   AND   AUTOMOBILES. 

being  encased  within  the  sides  of  the  flanges,  that  portion 
which  is  not  encased  spreads  out  over  the  sides  of  the  chan- 
nel, so  that  a  person  is  riding  only  on  the  amount  of  rubber 
above  the  sides  of  the  channel,  whereas  in  the  "  Langmuir  " 
the  entire  amount  of  rubber  is  brought  into  service. 

In  applying  the  "  Langmuir  "  tire  no  superfluous  rubber  is 
used,  as  the  tire  is  cut  the  same  length  as  the  circumference 
of  the  wheel,  plus  three  times  the  depth  of  the  rubber,  using 
the  same  principle  as  applied  in  cutting  iron  or  steel  chan- 
nels, and  by  so  doing  the  matter  of  compression  is  elimi- 
nated, the  results  being  that  the  tire  will  not  open  at  the 
joint,  will  not  break  at  the  wire  holes  or  cut  at  the  base,  and 
the  harmful  tendency  of  creeping  is  eliminated.  The  reason 
for  creeping  is  on  account  of  compression  that  is  necessary 
to  be  used  to  keep  the  tires  from  opening  at  the  joint.  The 
tires  are  manufactured  from  f  inch  to  3  inches  in  diame- 
ter, and,  although  a  comparatively  new  article  in  the  field, 
a  great  many  of  them  are  in  use  and  have  given  satisfaction 
in  every  instance. 

These  tires  are  manufactured  by  the  Revere  Rubber  Co., 
59  Reade  Street,  New  York. 

AUTOMOBILE    TIRES. 

We  illustrate,  in  Figs.  288  and  289,  a  lately-patented  tire  of 
novel  construction,  having  much  of  the  elastic  properties  of 
the  pneumatic  tire,  without  its  troubles. 

In  Fig.  288  is  shown  a  section  of  the  tire  for  light  vehicles. 
The  open  central  space  gives  the  tire  great  elasticity,  and 
the  form  of  its  fastenings  allows  of  a  compressive  hold  of 
the  tire  on  the  wheel,  instead  .of  a  tension  or  pull  of  the  tire 
around  the  wheel,  as  with  other  methods  of  fastening. 

The  principle  of  compression  is  a  saving  one  on  the  wear 
and  tear  of  the  tire.  A  cut,  or  puncture,  has  no  disposition 


MISCELLANEOUS.  41 1 

to  gap  and  extend  the  damage  by  the  stretched  condition  of 
a  tire ;  but,  on  the  other  hand,  closes  up  and  presses 
together  by  the  longitudinal  compression  in  this  method  of 
tire  mounting. 

If  a  tire  becomes  seriously  cut  or  damaged  from  accident, 
a  piece  may  be  cut  out  and  a  new  piece  put  in,  thus  saving 
the  entire  loss  of  a  tire.  This  tire  does  not  creep. 


FIG.  288.—  THE  ELASTIC  SOLID  TIRE. 

The  central  T-shaped  band  is  fastened  to  a  band  tire,  or 
directly  on  the  felloes  by  bolts  or  pins.  The  outside  grooved 
bands  are  bolted  to  the  felloes  by  through  bolts,  making  a 
firmly  stayed  and  strong  wheel.  The  rubber  tires  are 
moulded  in  rings  for  set  sizes,  or  in  straight  lengths  suitable 
for  any  size  wheel,  or  for  repairs. 

In  Fig.  289  is  shown  the  solid  tire  for  heavy  vehicles,  made 


412  HORSELESS  VEHICLES  AND   AUTOMOBILES. 

upon  and  subject  to  the  same  general  principles  of  construe 
tion  as   the  first   named,  but  with  a  capacity  for  carrying- 
much  heavier  loads. 

Their  durability  is  equal  to  the  wear  of  the  solid  rubber 
down  to  the  edges  of  the  grooved  supporting  bands.  They 
cannot  be  jerked  off  the  wheel  in  railway  ruts. 

They  are  designated  as  the  "compressed  double-locked 


FIG.  289.— THE  SOLID  TIRE. 

automobile   tire,"   and   are   made   by   Dewes    &    Whiting, 
No.  243  Centre  Street,  New  York  City. 


AUTOMOBILE   LAMPS. 


In  Figs.  290  and  291  we  illustrate  a  kerosene  automobile 
lamp,  made  by  the  R.  E.  Dietz  Company,  60  Laight  Street, 
New  York  City.  The  need  for  a  lamp  that  will  not  jar  or 


MISCELLANEOUS.  413 

blow  out  under  any  conditions  of  road  travel  has  been  met 
by  the  Dietz  Company,  who  have  produced  a  lamp  with  a 
strong  light,  with  chimney  draft,  that  is  reliable  for  automo- 
bile service,  and  will  burn  24  hours  with  one  filling.  It  burns 
with  a  clear  white  flame  of  20  candle  power,  and  lights  up 
the  road  for  a  distance  of  200  feet  or  more. 

The  lamp  is  compact  and  handsome  in  design,  resembling, 
in  a  measure,  the  locomotive  headlight,  and  is  provided  with 
an  internal  conical  reflector  of  a  peculiar  form,  which  con- 
centrates and  focalizes  the  entire  volume  of  light  and  throws 
it  directly  ahead. 


FIG.  290. — THE  DIETZ  FIG.  291. — AIR  PASSAGES 

LAMP.  OP  LAMP. 

The  front  of  the  lamp  consists  of  a  beveled,  moulded  lens 
made  from  the  best  quality  of  lead  glass,  set  in  a  flaring  front 
door. 

At  the  back  is  set  a  small  lens  of  ruby  glass,  by  means  of 
which,  when  the  lamp  is  in  position  at  the  side  of  the  dash, 
a  brilliant  point  of  crimson  light  is  seen  from  the  rear. 

The  reflector  is  made  of  rolled  silver-plated  copper. 

The  flaring  front  is  made  of  a  highly  polished  non-tarnish- 
ing white  metal. 


414  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

The  lamp  embodies  in  its  construction  the  well-known 
tubular  principle ;  the  sides  being  double  form  an  air  cham- 
ber, the  cold  air  being  drawn  into  the  outer  chamber  at  the 
top  descends  to  the  burner,  and  the  hot  air  and  products  of 
combustion  escape  through  the  central  passage. 

The  operation  of  the  lamp  can  be  readily  seen  by  Fig.  291, 
the  arrows  showing  the  circulation  of  the  air,  and,  as  all 
the  air  that  feeds  the  flame,  or  goes  to  the  burner,  passes 
through  these  chambers,  no  wind  affects  its  burning.  By 
means  of  this  circulation  fresh  air  is  continually  supplied  to 
the  burner,  and  a  perfect  combustion  is  the  result ;  the  lamp 
emitting  a  clear  white  flame  devoid  of  smoke  or  odor,  and 
one  that  the  jarring  incident  to  rough  roads  will  not  extin- 
guish. 

BALL   BEARINGS. 

In  Fig.  292  we  illustrate  a  ball  separating  device  made  by 
the  Sartus  Ball  Bearing  Company,  618  Broadway,  New 
York  City. 

The  use  of  a  ball  retainer  and  separator  in  any  kind  of 
machine,  running  on  ball  bearings,  has 
been  proved,  by  severe  and  frequent  tests, 
that  friction  in  bearings  is  thereby  reduced 
to  a  minimum,  and  that  retainers  and  sepa- 
rators give  the  easiest  running  ball  bear- 
ings. 

It  is  a  known  fact  that  the  rolling  ball, 
10  RATORS  *         even  under  great  pressure,  produces  very 
little  friction,  and  it  is  friction  alone  that 
causes  wear.     As  the    ordinary  bearings  in  cycles,  without 
exception,  wear    out    in    a    comparatively    short    time,   it 
proves,  in  the  most  positive  manner,  that  the  balls  in  these 
bearings,  during  use,  do  not  always  roll  freely,  but   neces- 
sarily slide  at  times.     Sliding  of  the  balls  has  been  proven 
by  experiments. 


MISCELLANEOUS. 


415 


The  only  proper  way  to  test  friction  in  bearings,  is  to  put 
a  weight  of  say  200  pounds  on  the  wheel  running  on  ball 
bearings,  and  revolve  it,  The  spinning  of  a  suspended 
wheel  does  not  speak  for  the  excellence  of  its  bearings,  but 
the  revolving  of  the  same  under  pressure,  which  it  also 
undergoes  as  a  part  of  a  cycle  or  vehicle,  with  its  driver, 
only  determines  the  amount  of  friction  generated. 

The  arrangement,  Fig.  293,  illustrates  a  simple  device  for 
testing  the  amount  of  friction  in  ball  bearings,  and  to  better 
explain  said  device,  the  parts  of  the  illus- 
tration are  marked  with  letters  as  fol- 
lows : 

A  A  is  a  bicycle  hub  on  its  fork,  E. 

B  is  a  belt  running  under  the  hub  and 
over  a  pulley  fastened  to  a  shaft. 

E  is  a  fork  slightly  changed  to  accom- 
modate this  method  of  illustration,  but 
answering  the  purpose  of  the  ordinary 
fork  in  a  bicycle. 

F  is  a  2oo-pound  weight  attached  to 
the  lower  end  of  fork,  £,  and  corre- 
sponds in  this  illustration  to  a  rider  on 
a  bicycle. 

From  the  foregoing  it  will  be  readily 
understood    that    when    shaft,   I),   and 
pulley,  C,  revolve,  hub,  A,  will  also   rotate  on  its  bearings, 
and,  as  it  is  under  the  pressure  of  a  2oo-pound  weight,  it 
revolves  under  the  ordinary  conditions  of  bicycle  riding. 

As  it  is  an  accepted  fact  that  friction  will  always  cause 
more  or  less  heat,  it  must  be  granted  that  the  greater  the 
friction  the  more  heat ;  consequently,  as  an  additional  test, 
assume  the  wheel  to  travel  at  300  miles  an  hour,  the  amount 
of  friction  of  the  loose  ball  bearings  could  readily  be  ascer- 


FIG.  293. — THE 
TEST. 


416  HORSELESS  VEHICLES  AND   AUTOMOBILES. 

tained  by  the  amount  of  heat  shown  by  the  cones,  cups  and 
loose  balls.  Trials  of  long  runs  of  cycle  hubs  in  this  kind 
of  test  has  shown  the  decided  value  of  the  Sartus  ball 
retainer. 

AUTOMOBILE   TIRE   PUMPS. 

Something-  which  every  owner  of  an  automobile  needs  is 
a  tire  pump.  Probably  the  best  stationary  hand  lever  pump 
is  made  by  the  Gleason-Peters  Air  Pump  Company, 
40  West  Houston  Street,  New  York.  It  is  made  from 


FIG.  294. — TIRE  PUMP  AND  FRAME.      FIG.  295. — OFF  THE  STAND. 

malleable  iron,  can  be  operated  by  hand,  is  attached  to  a 
fixed  support  and  possesses  all  the  advantages  of  that  class 
of  pump  known  to  the  trade  as  lever  pumps.  Another 
important  advantage  is  that  whether  portably  held  in  the 
hand  or  affixed  to  a  support,  the  best  possible  results  are 
attained,  as  the  leverage  on  the  piston  rod  increases  as  the 
resistance  on  the  piston  increases,  thereby  securing  the 
powerful  leverage  of  the  well-known  "toggle-joint"  prin- 
ciple as  the  piston  finishes  its  stroke. 


MISCELLANEOUS. 


417 


This  pump  is  particularly  adapted  to  automobiles,  and  is 
said  to  be  the  only  hand  pump  that  will  give  a  pressure  of 
400  pounds  to  the  square  inch. 

This  company  also  makes  power  pumps  for  manufacturers 
of  automobiles. 

The  illustration,  Fig.  294,  represents  the  pump  on  a  slotted 
stand,  which  also  serves  as  a  bicycle  holder. 

In  Fig-.  295  is  illustrated  the  pump  detached  from  the 
stand  and  operated  in  the  hands  like  a  common  bellows. 

The  direct  hand  pump,  Fig.  296,  is  made  from  heavy 
seamless  brass  tubing  and  has  malleable 
iron  base,  ball  check  valve  and  spade  han- 
dle. This  is  a  very  powerful  foot  pump 
and  is  light  in  weight.  All  joints  and 
connections  are  soldered,  and  the  pump  is 
designed  to  be  carried  about  in  the  vehi- 
cle, and  will  make  a  pressure  of  over  250 
pounds  per  square  inch. 

THE  AUTOMOBILE    BELL. 

One  of  the  most  important  attachments 
to  the  horseless  vehicles,  automobile  or 
motor  cycle,  is  the  sweet-toned  signal  of 
alarm.  It  should  be  strong  and  penetrat- 
ing, as  well  as  quick  in  action. 

The  "  Ideal  bell "  is  constructed  on  an 
entirely  new  principle,  which  makes  it 
suitable  to  be  operated  with  electric  light  current  as  well  as 
battery  current.  All  the  works  are  included  under  the 
gong,  making  a  very  attractive  bell.  (In  the  new  construc- 
tion the  bell  is  also  made  dust  and  water  proof.)  It  also 
gives  a  much  stronger  ring  than  the  old  style ;  this  is 
accomplished  by  means  of  the  circuit  breaker.  In  all 


FIG.  296. — BICY- 
CLE PUMP. 


4i8 


HORSELESS  VEHICLES  AND  AUTOMOBILES. 


vibrating  bells  made  heretofore  the  circuit  is  always  broken 
before  the  armature  comes  in  contact  with  the  magnet, 
losing  thereby  the  strongest  part  of  the  magnet's  attrac- 
tion, but  in  this  one  the  armature  has  to  come  in  contact 


FIG.  297.  —  THE  "IDEAL 


before  the  current  is  broken,  which  makes  the  hammer  give 
a  very  strong  blow  to  the  bell. 

We  illustrate  the  details  of  this  bell  in  Figs.  297,  298  and 
299,  the  first  showing  the  outside  and  its  complete  closure 
from  dust  and  water,  and  the  latter  the  details  of  the  In- 
ternal mechanism,  which  is  of  more  than  ordinary  interest. 
It  will  be  noticed  that  the  current  comes  through  binding 


FIG.  298. — BELL  SECTION.  FIG.  299. — ITS  OPERATION. 


MISCELLANEOUS.  419 

post,  16,  then  to  the  magnet  wire  at  18,  then  out  at  19  to 
insulated  bracket,  20,  which  holds  the  hammer  lever,  10,  then 
through  contact,  13,  to  contact,  14,  on  armature  bar,  6,  so 
that  when  the  armature  bar,  5,  is  attracted  and  comes  in 
contact  with  the  magnet  the  momentum  of  the  lever  ham- 
mer breaks  the  circuit,  and  when  the  hammer  rebounds  the 
contact  is  again  made,  causing  it  to  keep  on  vibrating  as 
long  as  the  circuit  is  closed.  It  will  be  noticed  that  by  the 
manner  in  which  the  armature  and  hammer  is  pivoted, 


BAU  BEARINGS 

AUTOMOBII 


FIG.  300. — A  GOOD  LUBRICANT. 

there  is  a  good  rubbing  contact,  making  it  unnecessary  to 
use  platinum,  although  silver  is  used,  so  that  when  the  bell 
is  not  used  for  a  long  time  it  will  not  corrode.  These  bells 
are  manufactured  by  David  Rousseau,  310  Mott  Avenue, 
New  York  City. 

LUBRICANTS   FOR   AUTOMOBILES. 

The  want  of  a  lubricant  for  bearings  and  chains  of  motor 
carriages  and  motor  cycles  that  does  not  choke  up  journal 
boxes  and  chains  with  graphite,  which  cannot  be  cleaned  off 


420  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

or  even  touched  with  hands  without  imparting  the  blacking- 
nuisance,  has  brought  out  a  new  compound  paste  that  is  free 
from  objections  and  easily  cleaned  from  bearings  or  chains. 
It  is  free  from  mineral  or  gummy  substances,  and  is  espe- 
cially adapted  to  the  requirements  of  ball  bearings. 

It  is  made  by  Wm.  P.  Miller's  Sons,  100  Greenpoint 
Avenue,  Borough  of  Brooklyn,  New  York  City. 

BRASS   AND   COPPER   GOODS. 

Manufacturers  of  automobiles  and  amateurs  will  be  inter- 
ested in  knowing  where  they  can  secure  a  superior  quality 
of  seamless  drawn  copper  tubes,  TV  inch  to  16  inches  dia- 
meter, of  any  thickness  required.  The  U.  T.  Hungerford 
Brass  and  Copper  Co.,  New  York  City,  have  made  a 
specialty  of  seamless  drawn  copper  tubes  for  boiler  tubes, 
and  the  size  that  is  generally  used  by  manufacturers  of  auto- 
mobiles who  are  now  placing  their  machines  on  the  market 
measures  i  inch  outside  diameter  by  No.  21  Stubs  gauge,  or 
•fa  inch  thick,  cut  in  lengths  to  suit  the  size  of  the  boiler. 
These  tubes  are  finished  especially  to  give  the  greatest  pos- 
sible strength  with  the  least  possible  weight.  The  extra 
large  sizes  of  tubing,  from  13  inches  to  16  inches,  are  used 
for  the  shell  of  the  boiler,  and  are  made  in  thicknesses  from 
TV  inch  up  to  J  inch,  according  to  the  requirements  of  the 
case.  Seamless  drawn  brass  and  copper  tubes  are  also  used 
in  vehicles  driven  by  gasoline  motors  for  conducting  pipes, 
connections,  etc.,  and  anything  in  this  line  can  be  procured 
from  the  above  mentioned  concern. 

They  carry  a  full  line  of  sheet  copper,  sheet  brass,  rods, 
wire,  etc.,  and  have  just  issued  a  stock  catalogue  showing 
full  line  carried  in  their  New  York  warehouse,  No.  12 
Worth  Street,  which  we  believe  will  be  invaluable  to  builders 
of  automobiles,  and  will  be  sent  to  anyone  on  application. 


MISCELLANEOUS. 


421 


The  above  company  also 
manufactures  an  automo- 
bile oiler,  as  illustrated  in 
Fig.  301. 

The  spout  is  so  arranged 
as  to  be  easily  drawn  out  of 
the  oil  well,  extending  3! 
inches  beyond  it,  thus  ren- 
dering it  possible  to  reach 
any  part  of  the  automobile 
motor  or  running  gear. 

To  close  the  oiler  the 
spout  is  pushed  back  over 
a  rod  attached  to  the  spout, 
acting  as  a  valve,  thus  pre- 
venting the  escape  of  oil. 

As  a  precaution  against 
leakage  the  screw  head  is 
packed  solid  with  leather 
washers,  making  it  abso- 
lutely impossible  for  the  oil 
to  pass  through  it. 

AUTOMOBILE    GEARING   AND   ITS 
MANUFACTURE. 

One  of  the  essential  ele- 
ments in  automobile  con- 
struction is  a  smooth  run- 
ning gear. 

This  can  only  be  obtained 
with  perfect  tools  for  cut- 
ting the  teeth  of  the  gear 
wheels  and  pinions,  so  that 


FIG.  301. — THE  OILER. 


422 


HORSELESS  VEHICLES  AND   AUTOMOBILES. 


they  will  run  together  without  noise  or  jar.  With  this  in 
view,  we  illustrate,  in  Figs.  302  and  303,  a  gear  cutting- 
machine  and  radial  gang  cutters  made  by  Gould  &  Eber- 
hardt,  Newark,  N.  J. 

The  system  of  gang  cutting  the  teeth  of  gear  wheels  is  one 


FIG.  302. — GEAR  CUTTING  MACHINE. 

of  the  modern  inovations  in  the  saving  of  time  in  the  opera- 
tion of  mechanical  work. 

Messrs.  Gould  &  Eberhardt  not  only  build  the  machinery, 
but  are  prepared  to  cut  any  kind  of  gearing  for  experi- 
menters or  builders  of  automobile  motors  and  speed  gears. 


FIG.  303. — THE  GANG  CUTTERS. 


MISCELLANEOUS. 


THE   AUTOMOBILE   MACHINE    SHOP. 


423 


The  rapid  advance  in  the  manufacture  of  horseless  vehicles, 
automobiles,  and  motor  cycles  has  caused  to  be  made  special 
machinery  of  precision  for  finishing  the  parts  of  their  motive 
power  and  running-  gear. 


FIG.  304. — UNIVERSAL  MILLING  MACHINE. 

We  illustrate  three  of  the  most  interesting  machines  of 
this  class  in  Figs.  304,  305  and  306,  as  made  by  the  Garvin 
Machine  Co.,  Spring  and  Varick  Streets,  New  York  City. 

The  Universal  milling  machine  embodies  the  most  ad- 
vanced design  of  this  class  of  tool,  and  is  advantageously 
adapted  for  cutting  automobile  gears,  pinions,  sprocket 
wheels,  and  for  milling  the  brackets,  levers,  and  other  sur- 


424  HORSELESS  VEHICLES   AND   AUTOMOBILES. 

face  work.  It  is  also  adapted  for  making  the  parts  required 
for  the  construction  of  horseless  carriages.  Power  feeds 
are  provided  in  all  directions,  and  all  of  these  feeds  are 
started  and  stopped  by  one  hand  lever  at  the  front  of  the 
knee. 

Special  attention  is  directed  to  the  feed  mechanism.  The 
change  gear  box  located  inside  the  column  affords  eighteen 
changes  of  feed,  ranging  from  .003  to  J  inch  advance  per  rev- 
olution of  spindle,  and  any  desired  feed  is  instantly  obtained 
by  simply  turning  the  handle  to  correspond  to  the  number 
on  the  index  disk. 

All  of  these  changes  are  available  for  all  of  the  feeds,  in 
any  direction,  and  in  all  positions. 

A  new  feature  of  this  .machine  is  a  stationary  elevating 
screw  which  is  provided  with  a  rotating  nut,  so  that  when 
the  machines  are  placed  on  cement  floors  or  in  fireproof 
buildings  no  hole  will  be  required.  The  elevating  nut  is 
fitted  with  a  ball  end  thrust,  giving  it  a  very  easy  move- 
ment. 

Micrometer  dials,  graduated  in  thousandths,  are  provided 
on  all  the  adjustments. 

The  turret  screw  machine  is  a  modern  machine  tool  espe- 
cially designed  for  manufacturing  the  parts  of  automobiles 
and  motor  cycles,  such  as  the  bearings,  gears,  boxes,  and 
other  parts  required  to  be  bored,  turned,  faced,  and 
threaded. 

It  has  a  very  large  capacity  automatic  wire  feed  mech- 
anism for  making  the  ball-bearing  cups  and  cones  from  the 
bar.  The  machine  has  ample  power  for  the  heaviest  kind  of 
work.  The  regular  friction-geared  spindle  is  back-geared 
at  a  ratio  of  8  to  i.  In  addition  to  this,  the  face  plate  is  also 
back-geared  at  a  ratio  of  14  to  i. 

The  turret  has  large  hexagonal  faces,  so  that  universal 


MISCELLANEOUS. 


425 


turning  tools  can  be  rigidly  secured,  enabling  them  to  make 
heavy  and  accurate  cuts.  The  holes  in  the  turret  are  2\ 
inches  in  diameter,  and  a  bar  of  this  size  can  be  passed 
through  the  turret  in  line  with  the  spindle,  thus  enabling 
any  length  of  piece  to  be  turned. 

The  power  feed  is  positively  arranged  with  change  gears, 
one  of  which  is  provided  with  an  adjustable  slip  friction,  so 


FIG.  305.— THE  SINGLE  TURRET  SCREW  MACHINE. 

that  no  injury  can  happen  to  the  tools  in  case  they  become 
dull  or  otherwise  incapable  of  cutting. 

A  separate  set  of  feeds  is  provided  to  give  the  proper 
pitches  for  screw  cutting.  Changes  can  be  instantly  made 
from  the  regular  feeds  to  the  screw-cutting  feeds  by  sim- 
ply throwing  a  lever  at  the  side  of  the  head  stock. 

The  machine  is  provided  with  independent  stops,  so  that 
tools  of  different  lengths  can  be  used  in  the  turret. 


426  HORSELESS  VEHICLES  AND  AUTOMOBILES. 

The  gap  in  the  bed  enables  large  gear  and  sprocket  wheels 
to  be  turned,  and  the  large  combination  oil  pan  and  cabinet 
base  provide  means  for  saving  and  separating  the  oil  from 
the  chips. 

The  automatic  pump  furnishes  a  copious  supply  of  lubri- 
cant to  the  cutting  tools  when  required. 

The  double  turret  screw  machine  is  a  form  of  machine 


r\n 

11 


FIG.  306. — THE  DOUBLE  TURRET  SCREW  MACHINE. 

brought  out  to  meet  the  demands  required  in  the  construc- 
tion of  horseless  carriages.  It  is  particularly  adapted  for 
making  pieces  that  require  operation  on  both  ends,  such  as 
wheel  hubs,  shells,  change  gear  boxes,  and  similar  work. 

The  machine  is  so  arranged  that  the  tools  can  be  in  opera- 
tion on  both  ends  of  the  piece  simultaneously,  thus  saving  a 
large  amount  of  time ;  also  enabling  the  piece  to  be  com- 


MISCELLANEOUS.  427 

pleted  at  one  setting,  and  insuring  both  ends  of  the  work 
being  finished  in  me  same  concentric  plane. 

The  work  being  handled  only  once,  all  loss  of  time  and 
inaccuracies  due  to  rehandling  are  avoided. 

The  center  chuck  is  driven  by  gearing,  and  revolves  in 
anti-friction  bearings  thoroughly  protected  from  chips  and 
dirt. 

The  turrets  are  independent  of  each  other,  and  are  each 
provided  with  pan,  and  also  power  feed,  with  ample  changes 
for  the  different  classes  of  work. 

These  machines  are  built  in  several  sizes  to  cover  the 
range  of  work  required  on  small  motor  cycles,  automobiles, 
and  trucks. 

MOTORS   AND   VEHICLES    OF    THE   HASBROUCK   MOTOR   COMPANY. 

The  Hasbrouck  Motor  Co.,  whose  factory  is  at  Piermont,, 
N.  Y.,  and  office  at  No.  20  Nassau  Street,  New  York  City^ 
are  builders  of  gasoline  motors  and  automobile  carnages, 
trucks  and  delivery  wagons,  in  connection  with  their  busi- 
ness of  building  launches  and  yachts  with  gasoline  motive 
power. 

Their  motor  is  in  line  with  the  latest  and  best  design  of 
one,  two,  four,  six,  eight,  and  ten  horse  power  for  immediate 
delivery,  and  higher  powers  to  order. 

The  company  are  now  building  a  modified  Stanhope 
phaeton,  Fig.  307,  to  carry  two  persons,  with  top  and  storm 
curtains — a  complete  and  thoroughly  up-to-date  touring  car- 
riage, fitted  with  a  six  horse  power  gasoline  motor  that  is 
absolutely  odorless,  and  in  which  the  vibration  usual  in  gaso- 
line motor  vehicles  has  been  entirely  eliminated. 

The  economy  in  fuel  is  the  best  that  has  yet  been  obtained, 
the  motor  requiring  but  one-tenth  of  a  gallon  of  gasoline  per 
horse  power  per  hour. 


428  HORSELESS   VEHICLES   AND   AUTOMOBILES. 


FIG.  307. — THE  HASBROUCK  MOTOR  CARRIAGE. 


FIG.  308,— THE  HASBROUCK  MOTOR. 


MISCELLANEOUS.  429 

Their  automobile  carriage  can  be  operated  by  any  intelli- 
gent person,  and  is  under  perfect  control  in  all  its  move- 
ments. 

Its  speed  is  gauged  from  one  mile  per  hour  to  as  fast  as 
one  may  care  to  go,  and  the  power  is  sufficient  to  climb 
a  grade  of  20  per  cent,  at  from  three  to  six  miles  per 
hour. 

In  Fig.  308  is  illustrated  the  Hasbrouck  motor. 

A    GASOLINE    VEHICLE   MOTOR. 

In  Fig.  309  we  illustrate  a  compact  and  well  made  motor 
with  air-cooled  cylinder,  made  by  the  Smith  Motor  Co., 
56  Morris  and  Essex  Railroad  Avenue,  Newark,  N.  J. 
These  motors  are  a  specialty  for  automobile  vehicles  and 
tricycles;  they  are  of  the  four  cycle  type  with  electric 
ignition  and  vaporizing  device  of  the  most  approved 
pattern. 

Three  sizes  are  now  in  course  of  manufacture  :  if  horse 
power  motor  that  weighs  40  pounds,  as  shown  in  the  cut, 
Fig"-  3°9 I  a  three  horse  power  motor,  same  pattern,  weigh- 
ing 85  pounds,  and  a  six  horse  power  motor,  weighing  no 
pounds. 

The  cylinder,  cylinder  head  and  valve  chamber  are 
enclosed  in  a  system  of  air-cooling  ribs,  that  are  fully  equal 
to  controlling  the  temperature  and  contribute  to  the  neat 
appearance  of  the  motor.  The  vaporizing  device  is  attached 
to  the  top  of  the  valve  chamber,  forming  a  fixed  part  of  the 
motor. 

By  an  arrangement  of  the  internal  passages  in  the  cylin- 
der, the  products  of  combustion  are  swept  clean  from  the 
cylinder  after  each  impulse  stroke  and  the  regulation  of 
speed  is  made  both  by  variable  charge  and  delayed  electric 
sparks,  all  controllable  by  the  operator. 


430  HORSELESS   VEHICLES   AND   AUTOMOBILES. 


FIG.  309. — THE  SMITH  MOTOR. 


MISCELLANEOUS. 


COMBINED    KEROSENE    OIL    ENGINE   AND    AIR    COMPRESSOR. 


431 


In  Fig.  310,  we  illustrate  a  novelty  in  an  air  compressor 
operated  by  kerosene  oil. 

The  application  of  the  explosive  motor  to  the  compres- 
sion of  air  for  all  purposes  is  of  recent  date,  and  will  eventu- 


FIG.  310. — THE  MERRILL  KEROSENE  OIL  MOTOR 
AND  AIR  COMPRESSOR. 

ally  become  of  great  importance  as  an  easily  installed  and 
economical  method  of  obtaining  compressed  air  for  raising 
water  by  the  Merrill  system,  but  also  to  furnish  air  under 
pressure  for  any  purpose. 

The  engine  is  of  the  vertical  four-cycle  compression  type, 


432  HORSELESS  VEHICLES  AND   AUTOMOBILES. 

having  an  isolated  retort  at  the  side  of  cylinder,  wherein 
vaporization  and  ignition  are  automatically  effected,  with- 
out the  aid  of  electric  batteries,  igniters,  or  hot  tubes. 

Kerosene  is  contained  in  the  base  of  engine  and  is  sup- 
plied by  a  pump  to  an  induction  valve  on  top  of  retort, 
having  an  induction  tube  leading  therefrom  to  the  bottom 
of  retort,  through  which  the  kerosene  is  admitted  at  the 
proper  time. 

During  the  first,  or  intake  stroke  of  piston,  air  only  is  drawn 
into  the  cylinder,  and  kerosene  into  bottom  of  retort, 
wherein  it  is  immediately  vaporized.  The  retort  is  so  pro- 
portioned that  the  kerosene  vapor  will  not  more  than  fill 
the  same  under  any  condition,  thereby  preventing  the  vapor 
from  passing  into  the  cylinder  and  condensing  against  the 
water-jacketed  walls,  which  would  cause  great  waste  and 
serious  fouling. 

Upon  the  return,  or  compression  stroke,  the  air  in  cylin- 
der is  forced  into  the  vapor  in  retort,  producing  a  combusti- 
ble mixture  which  very  readily  ignites  from  the  heated 
walls  of  retort,  as  soon  as  the  piston  ends  the  compression 
stroke. 

The  volume  of  air  in  the. cylinder  is  always  considerably 
in  excess  of  that  required  by  the  vapor  in  the  retort  to 
form  a  combustible  mixture ;  perfect  combustion  and  econ- 
omy in  fuel  consumption  is  thus  obtained. 

The  kerosene  is  supplied  to  the  retort  against  no  pres- 
sure, but  is  largely  assisted  by  the  suction  of  piston,  thereby 
relieving  the  pump  of  excessive  duty.  The  pump  is  oper- 
ated by  a  variable  eccentric  disc  controlled  by  a  fly-wheel 
governor,  which  mechanism  supplies  the  kerosene  in  direct 
proportion  to  the  load. 

The  governor  also  insures  a  positive  delivery  of  kerosene. 
If  the  pump  fails  to  deliver  a  proper  quantity,  the  resulting 


MISCELLANEOUS.  433 

decrease  of  power  and  speed  is  immediately  accompanied 
by  the  action  of  governor,  which  increases  the  stroke  of 
pump,  making  up  the  deficiency  and  instantly  effecting  the 
recovery  to  normal  speed.  This  result  would  not  be  obtain- 
able if  the  pump  had  a  fixed  stroke. 

By  this  arrangement  no  adjustments  of  the  air  or  kero- 
sene supply  (which  might  be  improperly  handled  by 
unskilled  persons)  are  required. 

The  successive  combustion  of  variable  charges  within 
the  retort  at  the  proper  time,  tends  to  keep  the  retort  more 
uniformly  heated,  than  if  the  charges  were  occasionally 
omitted ;  the  speed  of  the  engine  is  also  more  regular. 

In  fact,  the  regulation  and  the  variable  pressure  effect 
within  the  cylinder  of  this  engine  is  analogous  to  the  opera- 
tion of  an  automatic  cut-off  steam  engine. 

Special  kerosene  engine  air  compressor  and  generator 
units  of  direct  connected  types  will  be  built,  by  which  the 
owner  of  a  country  place  can  light  his  residence,  supply  it 
with  water,  and  charge  his  electric  automobile  or  launch. 

The  air  compressor  combination  may  also  be  used  by 
manufacturers  or  at  central  stations  for  inflating  automobile 
tires. 

For  automobiles  and  launches,  multiple  cylinder  engines 
of  modified  designs  to  meet  existing  conditions  will  be  built, 
together  with  a  full  line  of  pneumatic  pumping  machinery, 
by  the  Merrill  Pneumatic  Pump  Co.,  141  Broadway,  New 
York. 

DROP  FORCINGS  FOR  THE  AUTO -BUILDER. 

It  pleases  us  to  become  a  class  of  clearing-house  for  the 
introduction  of  automobile  parts.  When  these  parts  have 
particular  merit,  are  the  product  of  careful  designers  and 
practiced  manufacturing  methods,  we  may  claim  for  them 
more  than  common  attention. 


434  HORSELESS   VEHICLES   AND   AUTOMOBILES. 

Iron  your  .vehicle  for  safety  and  wear  first ;  then  evolve 
graceful  form  combinations.  We  picture  steering  front 
axle  parts,  drop  forged  from  stiff,  strong  steel.  Both  the 
pivot  arm  and  yoked  bed  embody  artistic  outline,  are  forged 
to  require  the  minimum  of  machine  finishing,  and  must  find 
favor  among  builders  of  first-class  horseless  carriages,  etc. 


FIG.  311. — THE  ARM,  JOINT  AND  AXLE. 


FIG.  312. — THE  Y  AND  AXLE  BAR. 

Valve  stem  and  connecting  rod  end  forgings  will  interest 
the  auto-engine  builder.  J.  H.  Williams  &  Co.,  Brooklyn, 
N.  Y.,  are  about  to  issue  a  catalogue  describing  these,  with 
steering  axle,  crank  shaft,  and  other  stock  drop  forgings. 
The  entire  book  will  be  interesting.  The  endeavor  to  excel 
has  so  marked  the  efforts  of  this  well  established  concern 
that  scant  opportunity  to  further  commend  is  created. 


MISCELLANEOUS.  435 

CONTINUOUS   CURRENT  VOLT-AMMETER 

For  Testing  Storage  and  Primary  Batteries. 

To  keep  a  storage  battery  in  good  condition  and  to  pre- 
vent break-downs  as  well  as  expensive  repairs,  each  cell 
should  be  tested  from  time  to  time  by  a  low  reading  volt- 
meter capable  of  indicating  tenths  of  volts. 

In  this  way,  cells  which  are  not  in  good  condition  can  be 
detected  by  their  voltage  being  lower  than  the  others,  and 
attended  to  at  once,  before  the  trouble  has  become  so  serious 
as  to  necessitate  expensive  repairs. 

The  users  of  gasoline  vehicles  with  sparking  devices 
operated  by  storage  batteries,  will  also  find 
a  low  reading  volt-meter  invaluable,  as 
such  an  instrument  will  indicate  the  fall 
in  the  voltage  which  occurs  as  the  battery 
approaches  exhaustion. 

This  will   enable   one   to  tell  when  the 
battery  should  be  re-charged. 

When  a  sparking  device  is  operated  by 
a  primary  battery,  tests  with  a  low  reading 
volt  and  ammeter  will  enable  weak  cells    FlG-  3* 3-— TEST- 
to  be  detected  and  replaced.  ING  VOI<T-AM- 

METER. 

This  instrument  has  three  scales,  read- 
ing as  follows :  from  o  to  3  volts  in  tenths,  o  to  30  volts  in 
units,  and  o  to  10  amperes  in  fourths.     Thus  the  readings  of 
three  instruments  are  combined  in  one,  adapting  it  perfectly 
to  battery  testing. 

The  division  of  the  3-volt  scale  are  tenths  of  a  volt,  mak- 
ing the  instrument  applicable  to  testing  storage  batteries. 

The  different  readings  are  obtained  by  inserting  a  plug  in 
the  proper  one  of  three  marked  holes  in  the  end  of  the 
instrument.  In  this  way  the  various  readings  are  easily 


POCKET  ;, 
VOLT-AMMET^E 

L.M.PIGNOLET. 

M'.F'R. 


436  HORSELESS   VEHICLES  AND  AUTOMOBILES. 

and  quickly  made,  as  no  connections  have  to  be  altered  at 
the  binding  posts. 

These  volt-ammeters  are  of  the  permanent  magnet  type, 
and  have  a  high  electrical  resistance.  Louis  M.  Pignolet, 
manufacturer,  78  Cortlandt  Street,  New  York. 

TEMPERED  COPPER  CASTINGS. 

For  electrical  work,  the  want  of  perfectly  pure  copper 
castings  is  much  felt,  and  many  inquiries  have  been  made  as 
to  where  pure  copper  and  copper  tempered  with  a  small 
percentage  of  alloy  or  with  phosphorous  to  an  amount  that 
will  make  it  the  best  metal  for  electrical  conductivity,  and 
yet  hard  enough  for  the  commutators  of  dynamos  and  elec- 
tric motors,  can  be  obtained. 

Phosphor-copper  and  phosphor-copper  alloys  are  largely 
coming  into  use  for  antifriction  purposes,  and  for  special 
parts  in  electrical  work,  where  ductility,  conductivity, 
and  hardness  are  required,  and  can  now  be  readily 
obtained. 

There  are  two  or  three  well-known  old-established  firms 
in  this  country  now  manufacturing  copper  castings,  which, 
upon  being  analyzed,  show  themselves  purer  than  commer- 
cial pig  copper,  as  they  subject  the  copper  to  a  special  refin- 
ing process  before  it  is  cast. 

These  firms  furnish  tempered  copper  castings  absolutely 
free  from  blowholes,  and  their  castings  upon  examination 
are  found  to  be  stronger  and  tougher  than  ordinary  pig 
copper,  the  crystals  showing  a  harmonious  union  and 
entirely  alike.  They  can  be  forged  at  certain  heats  and  are 
very  serviceable  for  antifriction  purposes. 

Tempered  copper  castings  are  manufactured  by  E.  A. 
Williams  &  Son,  105  Plymouth  Street,  Jersey  City,  N.  J. 


MISCELLANEOUS.  437 

AN   AUTO-CYCLE   CHEMICAL   ENGINE. 

The  growth  of  invention  of  apparatus  for  "coping"  with 
fire  goes  steadily  on.  With  it  has  come  the  invention  of  the 
Dolfini  Auto-Cycle  Chemical  Fire  Engine. 

In  its  construction  it  is  made  to  resemble  a  double  tan- 
dem bicycle,  thus  having  four  wheels  and  saddles  for  four 
riders ;  the  application  of  each  rider's  propelling  power  is 
so  placed  that  it  makes  such  propulsion  far  easier  than 
riding  an  ordinary  bicycle ;  the  inventor  also  places  a 
motor  on  the  -engine  which  drives  it  at  the  maximum 
speed  of  30  miles  an  hour,  or  on  an  average  of  20  miles 
in  the  same  time.  The  inventor  in  the  construction  of  this 
motor  has  aimed  at  perfection  and  has  used  nothing  but 
the  highest 'grade  of  workmanship,  regardless  of  expense; 
he  has  used  the  best  carbon  steel  forgings,  special  iron 
and  best  quality  of  phosphor-bronze  being  used.  It  has 
simplicity,  cleanliness  and  is  almost  noiseless  in  operation, 
while  starting  and  regulating  is  easy  and  reliable.  The 
electric  ignition  is  perfect.  The  exhaust  is  carried  off 
without  odor ;  no  flame  is  used,  and  the  motor  can  be 
started  instantly.  So  if  the  men  fail,  the  motor  can  be 
depended  upon.  This  harmonious  combination  of  the  two 
best  known  inventions  of  this  present  time,  viz. :  the  bicycle 
and  the  automobile,  was  given  the  name  Auto-Cycle  Chemi- 
cal Engine.  The  tank  contains  two  substances,  namely, 
an  acid  and  sodium  carbonate  in  water,  which  when 
brought  into  intimate  mixture  develop  a  gas  called 
carbon  dioxide,  in  the  presence  of  which  combustion  is 
impossible.  The  pressure  is  developed  by  the  gas  and  the 
solution  is  sent  with  great  force  to  the  desired  location  of 
the  fire. 

They  are  built  by  A.  W.  Dolfini  &  Co.,  332  Classon 
Avenue,  Brooklyn. 


438  HORSELESS  VEHICLES  AND   AUTOMOBILES. 


UPTON   TRANSMISSION   GEAR. 


This  transmission  is  especially  designed  to  meet  the 
requirements  for  connecting-  the  engine  (gasoline  or  steam) 
to  the  rear  axle  of  the  carriage,  and  while  very  neat  and 
compact  in  form,  is  mechanically  correct,  giving  a  strong 
and  efficient  gearing  that  will  positively  do  the  work  with 
very  little  appreciable  wear.  It  is  illustrated  in  Fig.  314. 

From  its  external  appearance  it  will  be  readily  noted  that 
the  inner  mechanism  consists  of  a  train  or  trains  of  spur 
gearing,  and  this  in  fact,  is  the  case. 


FIG.  314. — TRANSMISSION  GEAR  FOR  AUTOMOBILES. 

In  the  operation  three  band  brakes  and  a  friction  clutch 
perform  the  different  functions.  By  compressing  the  brake 
on  the  middle  ring,  the  slow  speed  ahead  is  obtained. 
Throwing  in  the  clutch  at  the  right  gives  the  fast  speed. 
A  brake  applied  to  the  single  disk  furnishes  an  emergency 
brake,  should  the  ordinary  brake  fail  to  operate.  A  reverse 
movement  to  the  sprocket  is  obtained  by  applying  a  brake 
to  the  left  hand  disk. 

The  positive  performance  of  its  different  movements  is, 
with  this  gearing,  the  object  sought  and  obtained. 

This  transmission  gear  is  made  by  the  Upton  Machine 
Co.,  No.  17  State  Street,  New  York. 


MISCELLANEOUS.  439 

A   MOISTURE-PROOF   VENEER   FOR   VEHICLE   BODIES. 

Nothing  adds  so  much  to  the  finish  and  accepted  appear- 
ance of  a  park  carriage,  a  phaeton,  or  Victoria,  as  the  appli- 
cation of  natural  wood  surface  to  the  panels  or  the  dash- 
board, or  of  any  part  in  which  the  wood  grain  can  be 
developed  with  artistic  effect.  Heretofore  veneering  has 
not  been  successful  because  moisture  from  exposure  and 
washing  soon  deteriorated  and  separated  it  from  its  backing. 
The  difficulty  has  been  obviated  in  a  method  of  backing 
veneers  of  all  the  fancy  woods  by  a  special  waterproof  glue 
that  resists  the  action  of  the  weather  and  of  washing  pro- 
cesses, and  brings  veneered  work  to  the  front  for  ornament- 
ing our  finest  carriages  and  automobile  vehicles.  This  new 
phase  in  carriage  building  has  been  brought  out  by  The 
Seguine-Axford  Veneer  Co.,  Jersey  City,  N.  J.,  to  whom  we 
advise  builders  of  automobiles  to  address  for  full  informa- 
tion. The  same  company  also  manufactures  automobile 
bodies  to  order. 

THE   BALL  BEARING   QUESTION. 

In  Fig.  315  we  illustrate  a  ball  bearing  steering  knuckle, 
and  in  Fig.  316  a  wire  wheel  hub  on  the  Baker  ball  bearing 
axle,  with  the  steering  knuckle  also  with  ball  bearings. 

Manufactured  by  the  United  States  Ball  Bearing  Co., 
Townsend  Building,  Broadway  and  Twenty-fifth  Street, 
New  York  City. 

In  this  age  of  horseless  vehicles  the  question  of  ball  bear- 
ings is  one  of  great  value,  not  only  to  the  builders,  but  to* 
the  users  of  such  vehicles. 

No  one  doubts  the  value  of  a  properly  made  and  con- 
structed ball  bearing  axle.  Everybody  recognizes  that  ball 
bearings  greatly  reduce  the  friction;  greatly  relieve  one 
who  owns  or  operates  vehicles  of  much  annoyance  and  trou- 


440  HORSELESS  VEHICLES   AND   AUTOMOBILES. 

ble;  they  greatly  relieve  horses  from  excessive  draught; 
greatly  curtail  the  expense  of  vehicles  if  propelled  by  either 
electricity,  gasoline,  or  steam  ;  greatly  add  to  the  riding 
comforts  of  a  vehicle,  and  prolong  the  life  of  the  same.  It 
has  remained,  and  to  a  certain  extent  still  remains,  for  those 
who  have  gone  into  the  question  for  the  purpose  and  with 
the  determination  of  learning  just  how  a  ball  bearing  axle 
should  be  made,  and  to  ascertain  what  are  the  best  mechani- 
cal principles  upon  which  the  same  should  be  constructed  in 
order  to  give  to  it  antifriction  qualities,  durability,  and  sim- 


FIG.  315. — KNUCKLE  JOINT  AND  AXLE. 

plicity,  to  demonstrate  that  ball  bearing  axles  are  not  only 
as  practical  on  wagons  designed  and  built  for  heavy  weights 
as  on  vehicles  for  light  weights,  but  productive  of  much 
greater  results. 

A  ball  bearing  axle  in  which  the  cones  and  races  are  not 
ground  and  in  which  the  balls  are  not  absolutely  uniform  in 
roundness  cannot  be  properly  called  an  antifriction  bearing. 
To  be  antifriction,  these  parts  must  be  so  smooth  as  to  pro- 
duce the  least  possible  resistance.  Grinding  is  the  only  pro- 
cess by  which  such  surfaces  can  be  obtained. 

Ball  bearing  axles  which  have  hollow  or  grooved  cones 


MISCELLANEOUS.  44 1 

and  hollow  or  grooved  races  (sometimes  called  ball  cups) 
are  much  more  objectionable  than  many  imagine.  Grooved 
cones  and  cups  have  a  construction  which  prevents  perfect 
rolling  with  the  balls ;  the  balls  slip  or  slide  over  such 
grooved  surfaces  and  the  result  is  sliding  friction.  One 
would  scarcely  believe  that  there  is  so  much  less  friction  in 
a  ball  bearing  with  straight,  slanting  cones  and  right-angled 
races,  or  what  is  termed  a  three-point  bearing,  than  there  is 
in  a  ball  bearing  with  grooved  cones  and  cups. 

With  the  balls  confined  upon  straight  slanting  cones  and 
in  cups  whose  walls  are  at  right  angles  to  each  other,  the 


FIG.  316. — WHEEL  HUB  AND  KNUCKLE. 

balls  touch  at  three  points,  each  point  being  equidistant 
from  the  axis  of  the  balls.  In  the  three-point  bearing  the 
balls  revolve  at  all  times  with  the  greatest  facility,  and  slid- 
ing friction  is  eliminated. 

It  seems  apparent  that  there  is  a  great  deal  more  friction 
in  roller  bearings  and  round  grooved  and  annular  grooved 
ball  bearings  than  there  is  in  a  three-point  ball  bearing 
with  straight  slanting  cones  and  cups  with  right  angle 
walls. 

Friction  is  a  force  which  tells  in  mechanisms  as  well  as  in 
the  economies  of  business.  The  object  of  any  antifriction 
axle  is  to  eliminate  this  friction  as  far  as  it  is  possible,  and 


442  HORSELESS   VEHICLES  AND   AUTOMOBILES. 

one  which  fails  to  do  this,  whether  it  be  ball  or  roller  bear- 
ing,  cannot  properly  be  styled  an  antifriction  bearing. 

Men,  when  they  use  horses — while  the  horse  should  be 
considered  just  as  much,  if  not  more,  than  the  mere  question 
of  dollars  and  cents — do  not  think  or  realize  how  much  it  is 
costing  them  to  operate  a  vehicle  without  a  properly  con- 
structed and  made  antifriction  axle.  But  when  they  substi- 
tute either  gasoline,  electricity,  or  steam  power  for  the 
horse,  and  they  have  to  pay  for  every  bit  of  power  used 
to  propel  the  vehicle,  they  will  soon  take  notice  of  the 
force  of  friction  in  connection  with  their  vehicle.  When  a 
man  realizes  that  it  is  going  to  cost  him  more  to  propel 
his  vehicle  which  has  plain,  ordinary  axles,  or  an  improp- 
erly constructed  ball  bearing  or  roller  bearing  axle,  than 
it  will  if  it  had  a  properly  constructed  ball  bearing  axle, 
he  is  not  going  to  hesitate  as  to  which  one  of  the  vehicles 
he  purchases. 


Chapter  XVIII. 

LIST   OF  THE    UNITED    STATES    PATENTS    ON 
AUTOMOBILES   AND   RUNNING   GEAR. 


CHAPTER  XVIII. 

PATENTS 
Issued  in  the  United  States  on  Automobiles  and  Running  Gear. 


—  1856  — 

Bradley,  G.,  Driving  Gear 16,044 

Robingson,  J.,  Steering  Gear 15,820 

-1859- 

Bailey,  J.  H.,  Vehicle  Gear 26,466 

-  1860  — 

I^ong,  R.  H.,  Steam  Vehicle  26,911 

-1861  — 

Fisher,  J.  K.,  Steam  Vehicle 32,991 

—  1864  — 

Leky   R.  H.,  Motor  Vehicle 42,203 

—  1867  — 

Hake,  I,  H.,  Motor  Vehicle 62,264 

-  1870  — 

Sabin,  I.  A  ,  Steam  Vehicle 104,888 

—  1871  - 

Craig,  T.,  Motor  Wheel     "5,786 

McKinley,  J.  B.,  Motor  Vehicle 111,761 

—  1872    - 

Coe,  I,.  W.,  Elec.  Vehicle 123,809 

~  1873  - 

Ball,  D.  H.,  Traction  Engine I3°,997 

-  1874   - 

Cowles,  E.  P.,  Steering  Gear 154,846 

Steel-Austin,  Running  Gear 157,884 

-  1875  - 

Milliken,  W.  H.,  Motor  Vehicle 163,681 

-  1876  — 

L,auck,  J.  M.,  Steam  Vehicle., 183, 177 

Stickney,  A.  B.,  Motor  Wagon 178,809 


-1877  — 

Cornish,  B.  F.,  Road  Engine 191,407 

Carr,  J.  C.,  Road  Engine 195,702 

Monnot,  C.  B.,  Motor  Wheel 197,485 

Snyder,  G.  T.,  Road  Engine 197,423 

Wade,  J.  W.,  Steam  Wagon 189,977 

-  1878  - 

Hicks,  B.  C.,  Road  Engine 206,176 

Hussey,  W.  Iy..  Road  Engine 207,524 

-  1879  - 

Harris,  O.  C.,  Steam  Wagon 222,352 

-  I880  — 

Clardy,  J.  W.,  Steam  Wagon 227,096 


.270,186 
.281,859 
282,299 
.281,091 
.285,942 
.282,022 


—  1881  — 

Elfers,  A.  H.,  Steam  Wagon 244,117 

-  1883  - 

Finney,  J.  R.,  Elec.  Vehicle 

Fox,  E.,  Elec.  Vehicle , 

Freeman,  I.  S  ,  Steam  Vehicle..  . . 

Long,  G.  A.,  Steam  Tricycle , 

Woolsey,  J.  S.,  Steam  Vehicle 

Young,  F.  E.,  Motor  Tricycle 

-  1884  - 

Troy,  D.  S.,  Pneumatic  Vehicle.., 

-  1885  - 

Troy,  D.  S.,  Exp.  Motor  Tricycle. 

—  1886  — 

Rogers,  N.,  Motor  Vehicle , 

Russell,  Iv.  E-,  Motor  Vehicle 

Self,  W.  R  ,  Steam  Vehicle 

Worrell,  S.  E.,  Steam  Vehicle 

—  1887  — 

Ballard,  J.  H.,  Steam  Vehicle 365,788 

Field,  S.  D.,  Electric  Vehicle 375,346 

Tasker,  S.  P.  M  ,  Pneumatic  Vehicle.  .364,450 


.300,290 
•  317,895 


•  350,017 
.341,858 
•345,327 
.346,974 


446 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


—  1888  — 

Benz,  C.,  Motor  Vehicle 


Daimler,  G.,  Motor  Vehicle 376,638 

Faure,  C.  A.,  Elec.  Vehicle 383,561 

Knight,  W.  H.,  Elec.  Vehicle -j 

Stevens,  W.  I,.,  Elec.  Vehicle 394,734 

—    1889  — 

(-406,833 
Griscom,  W.  W.,  Elec.  Vehicle «j  408,231 

Uo8,232 

Griscom,  W.  W.,  Vehicle  Motor 408,233 

Huntington,  F.  A.,  Motor  Vehicle 411,196 

Main,  W.,  Motor  Vehicle.   .  . . .  \  4°7'°95 

I  407,093 

Peckham,  E.,  Vehicle  Gear  417,938 

Perry,  W.  P.,  Elec.  Velocipede 415,790 

Potter,  J.,  Vehicle  Motor 408,430 

Smith,  H.  B.,  Steam  Tricycle  398,548 


Adair,  J.,  Elec.  Vehicle 421,887 

Grant,  A.  W.,  Vehicle  Gear 429,681 

Henderson,  J.  W.,  Elec.  Vehicle 432,237 

f  418,893 

424,207 

I  425,076 

Hunter,  R.  M.,  Elec.  Vehicle 432,136 

434,148 
441,305 
441,565 

Ingraham,  Elec.  Vehicle 428,917 

Jasper,  W.,  Elec.  Tricycle 426,384 

I^ibbey,  M.  A.,  Motor  Vehicle 438,010 

Marshall,  A.  C.,  Steam  Vehicle 438,168 

Mather,  A.  C.,  Vehicle  Motor 442,985 

Overman,  E.  V.,  Vehicle  Gear 420,606 

Possons,  N.  S.,  Elec.  Vehicle 434,949 

Quinn,  J.  W.,  Motor  Vehicle 431,993 

Sperry,  E.  E.,  Speed  Gear {434^8 

Wynne,  F.,  Elec.  Vehicle 419,094 

—  1891  - 

Dewey,  M.  W.,  Elec.  Vehicle...., 
I,ibby,  M.  A.,  Vehicle  Gear 


(-464,246 

-1464,248 

447,6i6 


—  1892  — 

Gardner,  F.,  Elec.  Vehicle .  .473,871 

Saurbrey,  G.  G.,  Steam  Vehicle 488,224 

-  1893  - 

Ames,  A.  C.,  Vehicle  Gear 500,544 

Harris,  W.  T.,  Vehicle  Motor 495,733 

lyUhrig,  C.,  Motor  Vehicle 502,443 

May  bach,  W.,  Motor  Vehicle 494,641 


Richmond,  J.  M.,  Steam  Vehicle 495,709 

Thorp,  T.  J.,  Motor  Vehicle 495,53* 

-  1894  - 

Farrell,  W.  P.,  Motor  Vehicle 513,773 

Rand,  A.  C.,  Pneumatic  Vehicle 530,550 

Rodgers,  J.  H.,  Elec.  Vehicle 512,327 

—  1895  - 

Baker-Elberg,  Elec.  Vehicle 532,016 

Best,  A.  W.  J.,  Motor  Vehicle 538,763 

Clark,  J.  B.,  Elec.  Vehicle 537,673 

Duryea,  C.  E.,  Motor  Vehicle 540,648 

Morris-Salom,  Elec.  Vehicle 541,001 

Sheldon,  H.  F.,  Vehicle  Gear 532,596 

Tower,  C  A.,  Vehicle  Motor 535,605 

Twombly,  W.  I.,  Vehicle  Motor 542,319 

-  1896  — 

Barrows,  C.  H  ,  Motor  Vehicle 

Capitaine,  E.,  Motor  Vehicle 

Cook,  J.  M.,  Motor  Vehicle 

De  Dion-Bouton,  Driving  Gear 

Delahunt,  C.,  Motor  Vehicle 

Duryea,  J.  F.,  Motor  Vehicle 

Ellis-Stewart,  Motor  Gear 

Goddard,  C.  J.,  Vehicle  Motor 

Grant,  W.  W.,  Motor  Vehicle 

1 

Kennedy,  A.  H.,  Motor  Vehicle 

Kulage,  J.  J.,  Motor  Vehicle 

ganger,  G.,  Motor  Vehicle 

Mishel,  M.,  Motor  Vehicle 


Haviland,  F.  W.,  Driving  Gear. 


Plass,  R.  H.,  Motor  Vehicle. 


Pennington,  E.  J..  Motor  Vehicle.. . .  •< 

Prouty,  E.,  Speed  Gear 

-  1897  ~ 

Baker,  H.  C.,  Motor  Vehicle 

Barrows,  C.  H.,  Elec.  Vehicle 

Bird,  H.  R.,  Motor  Vehicle 

Bolide,  Motor  Vehicle .. 

Brown,  I,.,  Motor  Vehicle  

Butler,  W.  A.,  Elec.  Vehicle 

Clapp,  H.  W.,  Motor  Vehicle 

Cross,  E.  D.,  Motor  Vehicle 

De  Dion-Bouton,  Diff.  Gear , 

Duryea,  J.  F.,  Exp.  Motor  Vehicle 

Duryea,  J.  F.,  Speed  Gear 

Duryea,  C.  E.,  Motor  Vehicle 

Dutton,  E.  K.,  Speed  Gear 

Elston,  R.  W.,  Motor  Vehicle , 

Evered,  J.  E.,  Motor  Cycle 

Flucks,  P.,  Motor  Vehicle  


567,445 
572,498 
569,1/5 
562,289 
568,431 
572,051 
570,203 
574,200 
552,757 
570,396 
570,395 
561,997 
573,334 
573,oio 
569,343 
571,392 
570,952 
571,447 
570,440 
570,441 
574.262 
570,501 


583,018 
592,682 
582,251 
584,666 
577,716 
574,388 
577,185 
577,572 
588,856 

585,159 
586,084 
588,103 
587,714 
576,517 
576,439 
,589,710 


PATENTS. 


447 


Foye,  G.  W.,  Vehicle  Motor 575,639 

Gibbons,  R.J.,  Motor  Vehicle 581,816 

Grant,  A.  W.,  Roller  Bearings.. 583,050 

Grenlich,  G.  H.,  Motor  Vehicle 591,398 

Gruber,  F,  Vehicle  Motor 578,329 

Hertel,  M.  E.,  Motor  Vehicle 583,749 

Kenna,  T.  M.,  Trolley  Truck 587,738 

X,anger,  G.,  Motor  Vehicle 589,001 

L,efroy,  F.  H.,  Change  Gear. ...   584,377 

L,ibbey,  H.  W  ,  Steam  Bicycle 583,809 

Maxim,  H.  P.,  Elec.  Motor  Vehicle 594,805 

Meuman,  H.  G.,  Motor  Vehicle 589,531 

Morris-Salom,  Elec.  Vehicle. . . 

1 579,89<> 

Mueller,  H.,  Motor  Vehicle 582,530 

Mueller,  H.,  Motor  Cycle 583,500 

Peck,  B.  I,.,  Motor  Vehicle 595,203 

Pennington,  E.  J.,  Motor  Bicycle 574,818 

Plass,  R.  H.,  Motor  Vehicle 583,154 

Praullette-Catois,  Motor  Vehicle 584,127 

Riib,  I,.,  Motor  Cycle 576,158 

Spaulding,  H.  C.,  Motor  Vehicle... ....  596,281 

Stewart,  R.  F.,  Speed  Gear 554,3*9 

Stock,  G.  M.,  Vehicle  Motor 584,169 

Trotter,  J.  M.,  Vehicle  Motor 592,674 

Woods,  C.  E.,  Elec.  Vehicle 585,371 

—  1898  - 

Altham,  G.  J.,  Steering  Gear 614,781 

Bird,  H.  R.,  Motor  Vehicle..   ...   605,243 

Bollee,  I,.,  Motor  Vehicle 601,545 

Brightmore,  A.  W.,  Steering  Gear.  ...609,955 

Capewell,  G.  J.,  Vehicle  Gear 612,822 

Clarke,  I,.  S.,  Motor  Vehicle 602,283 

Clark-Morgan-Gordon,  M.  Tricycle. ..  .602, 283 

Clough,  J.,  Speed  Gear 615,430 

Clubbe-Southey,  Steering  Gear 612,01 7 

Crowdus,  W.  A.,  Motor  Vehicle 598,314 

Duryea,  J.  F.,  Expl.  Motor. 605,815 

Eisenhuth,  J.  W.,  Motor  Vehicle 612,026 

Gaertner,  R.,  Motor  Gear     610,177 

Gerard,  L,.  i,.  H.,  Speed  Gear 610,178 

Gillinger,  J.  J.,  Traction  Wheel 615,157 

Grant,  W.  W.,  Vehicle  Gear 602,621 

Haynes-Apperson,  Motor  Vehicle 607,116 

Hildebrandt,  C.  T.,  Vehicle  Gear 604,754 

Hildebrandt,  C.  T.,  Motor  Vehicle 613,272 

Hill,  G.  H.,  Motor  Vehicle 601,205 

Holmes,  B.,  Motor  Vehicle 601,440 

Johnson,  C.  M.,  Motor  Vehicle 609,811 

Knudson,  K.,  Vehicle  Frame 611,258 

Knudson,  K.,  Elec.  Vehicle    613,420 

Krieger,  I,.,  Elec.  Vehicle 607,997 

I,arue,  C.,  Driving  Gear  . .   607,443 

I<ewis,  G.  W.,  Motor  Vehicle 604,237 

I^ewis,  G.  W.,  Vehicle  Motor j  fe4'33^ 

I,indsay,  T.  J.,  Motor  Vehicle .612,360 

lyufbery,  C.  E.,  Speed  Gear ...  601,731 


Millot,  J.,  Motor  Gear  ..................  615,360 

Millot,  J.,  Speed  Gear  .................  615,360 

Morris,  H.  G.,  Elec.  Vehicle  ............  603,198 

Pender,  J.,   Motor  Vehicle  ......    .......  601,274 

Pickering,  W.  H.,  Motor  Vehicle  .......  603,047 

Pretot,  V.  E-,  Exp.  Motor  Vehicle  ......  610,460 

Reichel,  E.  B.  W  ,  Vehicle  Gear  .......  613,018 

Reuter,  J.  C.,  Motor  Vehicle  ............  612,506 

Kiker,  A.  I,.,  Elec.  Motor  .......     ......  604,842 

Smith,  H.,  Motor  Vehicle  ...............  616,267 

Smith,  M.  H.,  Steering  Handle  .........  610,871 

Southey,  A.  W.,  Steering  Gear  .........  613,399 

Sperry,  E.  A.,  Motor  Vehicle  ...........  616,153 

Sydenham,  W.,  Vehicle  Gear  ..........  606,311 

Twitchell,  W.  E.,  Motor  Vehicle  ........  610,503 

Wattles,  1^.  B.,  Motor  Cycle  ...........  597,042 

Whitney,  G.  E.,  Expl.  Motor  ...........  601,218 

f  600,819 
Winton,  A.,  Expl.  Motor  ..............  •)  598,832 

(610,465 
Winton,  A.,  Motor  Vehicle  .............  610,466 

Worth,  W.  O.,  Motor  Vehicle  ...........  607,318 

-  1899  - 

Almond,  T.  R.,  Burner  ................  639,490 

Anderson,  B.  C.  J.,  Carbureter  ..........  637,062 

Anderson,  J.  C.,  Vehicle  Wheel  ........  637,691 

Ayers,  S.  A.,  Carbureter  ................  632,509 

Barr,  W.  C.,  Motor  Vehicle  .............  618,244 

Benier,  1^.,  Motor  Vehicle  ..........  _____  618,637 

{627,383 
••••1627,382 

Brewer,  W.  J.,  Motor  Vehicle  ...........  621,483 

Brown,  I,.,  Steering  Gear.  .............  626,483 

Burger,  F.,  Brake  .............  .......  624,451 

Burger,  F.,  Exp.  Motor  .................  632,913 

Camp,  T.I,.,  Fifth  Wheel  ..............  623,651 

Canda,  F.  E.,  Carbureter  ..............  635,298 

Canellopoulos,  J.,  Steering  Gear  ........  635,654 

Carmont,  W.  E.,  Resilient  Hub  .........  635,231 

Casgrain,  H.  E.,  Carbureter  ...........  633,800 

Chauveau,  G.  V.  I,.,  Motor  Vehicle  .....  627,842 

Conti,  J.  F.  T.,  Motor  Fore  Carriage  ____  629,064 

Cook,  W.,  Trans.  Gear  ..................  626,967 

Craig,  J.,  Jr.,  Speed  Gear  ...........  633,687 

Daly,  R.  F.,  Diff.  Gear  ................  624,186 

Des  Granges,  J.  C.,  Speed  Gear  ........  637,202 

Dion-Bouton,  Vehicle  Motor  ............  617,984 

Dissosway,  C.  M.    Motor  Vehicle  .......  633,283 

Draullette-Catois,  Speed  Gear  .........  633,234 

Dyer,  F.  Iy.,  Motor  Vehicle  .............  639,541 

Eastman,  H.  P.,  Vehicle  Frame  ........  630,976 

Eisenhuth,  J.  W.,  Expl.  Motor..  .  .    ,  .  .  |  6.2°'431 

1  620,554 

Eisenhuth,  J.  W.,  Running  Gear  .......  631,627 

Eisenhuth,  J.  W.,  Speed  Gear  ..........  617,647 

Entz,  T.  B.,  Elec.  Vehicle 
Fessard,  E.,  Expl.  Motor 


Birrell,  G.  B..  Vehicle  Gear. 


'  636,964 
639,160 


448 


HORSELESS   VEHICLES  AND   AUTOMOBILES. 


Field,  T.  C .,  Speed  Gear 639,548 

Forbes,  J.  N  ,  Motor  Vehicle 624,319 

Gibbs,  W.  E.,  Clutch 634,292 

Glazier,  J.  I,.,  Motor  Vehicle 617,332 

Grant,  W.  W.,  Motor  Vehicle 638,331 

Guiiderson,  G.  J.,  Fric.  Clutch .635,477 

Hampson,  F.  G.,  Speed  Gear 624,017 

Hart,  H.  CM  Motor  Vehicle 623,149 

Hertel,  M.  E.,  Motor  Valve 639,385 

Herschman,  A.,  Fric.  Clutch 635,684 

Heyman,  F.  W.,  Vehicle  Frame 630,054 

Hirsch,  F.  C.,  Motor  Vehicle 639,237 

Humphrey,  J.  D.,  Motor  Vehicle 627,503 

Hunter,  R.  M.,  Elec.  Vehicle 


Inman,  E.  R.,  Carbureter 

Jamieson,  R.  W.,  Running  Gear 

Joel,  H.  F.,  Vehicle  Frame 

Kempshall,  E-,  Tire      

Knudsen,  K.,  Elec.  Vehicle  (reissue) 
Korsmeyer,  E.  H.,  Expl.  Motor  . .  . 
Korsmeyer,  E.  H.,  Motor  Vehicle. . . 
Krieger,  I,.,  Elec.  Wiring  (reissue)  . 

Krieger,  I,.,  Motor  Vehicle 

Krotz,  A.  S.,  Motor  Vehicle 

Lawson,  H.  J.,  Motor  Vehicle 

L,eitner,  H.,  Elec.  Controller 


I^ewis,  G.  W.,  Expl.  Motor 


j  633,319 
'  633,320 
-  636,999 
...625,772 
...639,399 
...  11,724 
..  636,049 
...636,948 
...  11,780 
•  -633,763 
...621,684 
. .  .633,014 
...632,874 

I«ewis,  T.  C.,  Carbureter 633,287 

I,ucas,  R.,  Speed  Gear 639,256 

McAneely,  M.  F.,  Motor  Vehicle 620,166 

McDougall,  W.  M.,  Elec.  Vehicle 627,123 

Mclnerney,  B.,  Elec.  Igniter ,638,933 

Mathieu,  I,.,  Speed  Gear  635, 171 

Maxim,  H.  P.,  Exp.  Motor 620,602 

Maxim- Pope-Alden,  Gear 621,532 

Metz,  C.  H.,  Diff.  Gear 624,519 

Newman,  C.  E.,  Motor  Vehicle 630,032 

Newman,  W.  H.,  Speed  Gear 637,477 

Norris,  A.  E.,  Driving  Gear  638,184 

O'Donnell,  M.  J.,  Motor  Vehicle 637,015 

Ogden,  J.  W.,  Motor  Vehicle 637,750 

Olds,  R.  E.,  Elec.  Igniter 635,506 

Paget,  A. ,  Motor  Vehicle 627, 201 

Parks,  A.  F.,  Exp.  Motor 639,686 

Patin,  O.,  Elec.  Vehicle 623,820 

Pender,  J.,  Motor  Vehicle 637,658 

Pennington,  E.  J-,  Motor  Bicycle -j  6L'29 

Pennington,  E.  J.,  Steering  Gear 626,296 

Pennington,  E.  J.,  Motor  Vehicle 627,523 

Pettee-McCutchan,  Comp.  Air  Motor.  .638,660 
Phelps,  L,.  J.,  Motor  Vehicle  629,521 

f  631, 438 


Smith,  H.,  Exp.  Motor 


Plass,  R.  H.,  Motor  Vehicle. 


,  631,437 
1  634,067 


Pocock,  F.  A.,  Motor  Vehicle 623,383 

Pond,  S.  N.,  Expl.  Motor 633,484 

Raders,  J.  F.,  Motor  Bicycle 626,440 

Reed,  G.  F.,  Motor  Vehicle 637,665 

Reichel,  E.  B.  W.,  Elec.  Controller 624,250 

Revel,  Iy.  Iy.,  Vehicle  Motor 625,416 

Riker,  A.  I,.,  Elec.  Vehicle  620,968 

Riker,  A.  I,.,  Elec.  Motor  Vehicle 623,037 

Riotte,  C.  C.,  Vaporizer 633,274 

Roby,  G.  I,.,  Motor  Vehicle  619,505 

Roe- Knight,  Speed  Gear .625,808 

Sangster,  C.  T.  B.,  Motor  Tricycle 632,474 

Schellenbach,  W.  !,.»  Speed  Gear 638,359 

Schneider,  F.  W.,  Elec.  Vehicle 617,192 

Schnepf,  J.,  Bicycle  Motor 627,066 

Schultze,  W.  C.,  Motor  Vehicle 635,603 

Schuyler,  W.  S,,  Motor  Vehicle .624,689 

Secor,  J.  A.,  Regulator  Expl.  Eng 623,567 

Sedgwick,  I.,  Traction  Engine 621,158 

Serpollet,  I,.,  Expl.  Motor 636,926 

Short,  S.  H.,  Elec.  Motor  Controller..  |629'398 

(.629,399 

Sieg,  G.  E.,  Driving  Gear 638,816 

Simms,  F.  R.,  Expl.  Motor 617,660 

r  632, 763 
"1632,762 
Stnyser,  I«.  B.,  Speed  Gear 617,819 

Sperry,  E.  A.,  Elec.  Controller i?5'?6 

(-635815 

Steele,  H.  B  ,  Motor  Bicycle. '. .  .627,359 

vSterling,  C  ,  Motor  Vehicle 618,915 

Stewart,  A.  C.,  Motor  Vehicle 633,666 

Stoddard,  E.  J  ,  Vehicle  Motor.        . .  j623'224 

(.623,190 

Stommel,  H.,  Motor  Vehicle 626,735 

Strong,  G.  S.,  Clutch 631,831 

Strong,  G.  S.,  Hub  Pivot  Wheel  636,012 

Strong  G.  S.,  Sparking  Device 637.302 

Strong,  G.  S.,  Expl.  Motor 637,298 

Strong,  G.  S.,  Trans.  Gear 637  297 

Strong,  G.  S.,  Running  Gear 637.296 

Strong,  G.  S.,  Crank  Shaft 637.300 

Strong,  G.  S.,  Vaporizer 637  299 

Struss,  H.  W.,  Speed  Gear 621,436 

Stutzman,  F.,  Traction  Eng 622  729 

Stutzman,  F.,  Reversing  Gear /  3°,4/o 

1 630,471 

Torbensen,  V.  V.,  Clutch  Gear 632,8-6- 

Twitchell,  W.  E.,  Driving  Gear 627,282 

Underwood,  H.  G.,  Steering  Gear 634  514 

Van  Hoevenbergh,  H.,  Elec.  Vehicle..  .628,967 

Walters,  j.  W,,  Motor  Wheel  . .         . .  J  f24'414 

1635.620 

Warren,  J.  H.,  Steering  Gear 634,597 

Whitcomb,  G.  A..  Expl.  Motor 634  654 

Winton   A.,  Expl.  Motor 617.978 

f  626,4  20 
Wintou,  A.,  Expl.  Mot.  and  Regul'or.x  626,121 

U26,I22 


PATENTS. 


449 


Wintzel-Whitney,  Running  Gear 636.701 

Woods,  C.  E.,  Elec.  Motor  Vehicle 619,527 

Woods,  C.  E.,  Elec.  Controller 620,628 

Wynne,  W.  R.,  Elec.  Controller 631,917 

Wynne,  W.  R.,  Signal  Apparatus 631,917 


—  IpOO  — 

Anderson,  J.  C.,  Wheel 

Baines,  W.,  Vaporizer , 

Baines,  W.,  Vehicle  Gear 

Bink,  A.,  Motor  Vehicle 

Blackden,  P.  D.,  Brake 

Bleveney,  J.  C.,  Pr.  Trans. . 

Brunler,  O.,  Fuel  Burners 


Bullard,  J.  H  ,  Motor  Gear.  . .  .  

Burrows,  C.  G.,  Controller.. 

Charon,  I,.,  Oil  Motor        

Cruntz,  H.  F.,  Elec.  Indicator 

De  Dion  &  Bouton,  Fr.  Clutch 

Drawbaugh,  D.,  Spark  Gener 

Duryea,  J.  F.,  Expl.  Motor 

Dyer,  I,.  H.,  Gearing 

Eisner,  H.  J.,  Motor  Vehicle 

Fahl,  E.,  Motor  Vehicle 

Finlay,  R.  H.  &  A.  H.,  Gear 

Franz,  H.  A.,  Motor  Vehicle 

Frith.  A.  J.,  Exp.  Motor 

Godding,  M.  O.,  Burner 

Gray,  E.  F.  Gearing 

Harris,  C.  R.,  Vehicle  Body  Design. . . 

Headech,  E.  T.,  Exp.  Motor 

Heerrnaus,  T.  W.,  Pr.  Trans 

Heggem,  C.  O.,  Motor  Vehicle 

Hildebrandt,  C.  T.,  Gear 


642,777 
,644,027 
.640,522 
.644,843 
645,926 
643,627 
641,369 
641,368 
641,834 
643,865 
.645,458 
.640,753 

•  645,312 
.643,087 

646  399 
-643,505 
644,225 

.644,853 
.642.594 
.644,590 
.644,798 
.646,386 
641,204 

•  32,198 
.646,281 
.643,130 
.644,598 
.641,511 


Hunt,  C.  W.,  Vehicle  Gear  .............  641,514 

Ingalls,  A.  T.,  Fuel  Burner  .............  641,776 

Jones,  I,.,  Igniter  ..................  645,398 

Kope,  W.  A.,  Expl.  Motor  ..............  642,043 

Z,eitner,  H.,  Accumulator  .............  645,478 

I^ewis,  G.  W.,  Expl.  Motor  .............  640,393 

Macey,  F.  J.,  Expl.  Motor  ..............  643,513 

Malcomson,  T.,  Expl.  Motor  ............  642,143 

Martin,  A.  J.,  Motor  Vehicle  ............  641,313 

Maxim,  H.  P.,  Elec.  Indicator  ..........  640,787 

Mongredien,  C.  A.  A.,  Vehicle  .........  641,878 

New,  A.  G.,  Heavy  Oil  Motor     ........  642,871 

Osburn,  H.  E.,  Storage  Battery  .......  644,144 

Otto,  A.  T.,  Expl.  Motor  ...........  _____  645  044 

Pearson,-  W.  E-,  Vehicle  Gear  .......  641,404 

Perkins,  W.  J.,  Elec.  Igniter  .....  .  .....  643,002 

Probert,  H.  F.,  Vaporizer  .............  642,562 

Schen,  W.,  Vehicle  ....................  645,272 

Schnoar,  P.  J.  A.,  Gear.  ................  641,043 

Simms,  F.  R.,  Spark.  Plug.  .  ...........  642  167 

Sintz,  C.,  Expl.  Motor     ..............  646322 

Sperry,  E.  A.,  Elec.  Vehicle.'.  ..........  640,968 

Sperry,  E.  A.,  Motor  Vehicle 


Sperry,  E.  A,,  Motor  Gear  .............  645,902 

Sperry,  E.  A.,  V  Brake..  .  .    ............  645,903 

Sperry,  E.  A.,  Wagon  Gear  ............  646,081 

Stommel,  H.,  Motor  Vehicle  .......  ...  .645  497 

Thornton  &  I,ea,  Expl.  Motor  ..........  644.951 

Thornton  &  I^ea,  Vehicle  .............  644,950 

Underwood,  W.  H.,  Vehicle  ............  644,113 

Whitney,  G.  E.,  Motor  Vehicle  ........  642,771 

Whitney-Howard,  Steam  Vehicle  ......  642,943 

Whittlesey,  J.  T.,  Elec.  Motor  ..........  643,854 

Worth,  W.  O.,  Vehicle  Frame  (design).  32,199 
Worth,  W.  O.,  Motor  Vehicle  .........  645,378 


Chapter  XIX. 

LIST   OF   MANUFACTURERS   OF  AUTOMOBILES 

IN    THE   UNITED    STATES,  WITH 

THEIR   ADDRESSES. 


CHAPTER    XIX. 

LIST      OF      AUTOMOBILE       MANUFACTURERS      IN      THE      UNITED 
STATES,     WITH      THEIR      ADDRESSES. 


California. 

J.  C.  Baker Oakland 

Oakland  Iron  Works Oakland 

Steffy  Mfg.  Co.,  1313  Fourth  St  .  San  Diego 

A.  D.  Stealey,  450  Main  St San  Francisco 

The  Best  Mfg.  Co  San  I^eandro 

Connecticut. 

H.  A.  House Bridgeport 

National  Bicycle  and  Motor  Co.Bridgeport 
Columbia  Motor  and  Mfg.  Co    Hartford 
Columbia    and    Blec.    Vehicle 

Co.,  i  I^aurel  St Hartford 

Director  Wagon  Co Hartford 

Seery  Steatn  Carriage  Co Hartford 

Palmer  Gasoline  Engine  Co Mianus 

Keating    Wheel  and  Automo- 
bile Co Middletown 

Iy.  J.  Aubrey  Carriage  Co New  Haven 

Denison  Elec.  Engineering  Co., 

106  Park  St New  Haven 

Denison  Motor  Wagon  Co New  Haven 

Henry  W.  Clapp New  Haven 

Hay  and  Hotchkiss  Co New  Haven 

Geometric  Drill  Co Westville 

Eddy  Elec.  Mfg.  Co Windsor 

Delaware. 

American  Elec.  Mfg.  &  Power 

Co Dover 

Beacon  Motor  Traction  Co Dover 

United  States  Vehicle  Co Dover 

Illinois. 

American  Elec.  Vehicle  Co., 

1545  Michigan  Ave Chicago 

A   W.  King Chicago 

Arnold  Schwimm  &  Co Chicago 

Bond  C.  Hico,  Howard  Ave., 

Englewood Chicago 

-Carlisle Mfg.  Co., 69  Jackson  St.Chicago 


Chicago    Elec.    Vehicle  Co.,  204 

Dearborn  St Chicago 

Chicago  Motor  Vehicle  Co.,   345 

Wabash  Ave Chicago 

Elgin  Automobile  Co.,    325   Wa- 
bash Ave Chicago 

Hartford  Power  and  Supply  Co.  .Chicago 
Hartley  Power  and  Supply  Co. . .  Chicago 
Illinois  Elec.  Vehicle  and  Trans. 

Co.,  1215  Monadnock  Bldg ...  Chicago 

G.  W.  X,ewis Chicago 

McMullen  Mfg.  Co.,  70  W.  Jack- 
son Boule Chicago 

Roe  Motor  Cycle  Co Chicago 

Siemens  and  Halske  Elec.  Co.  ..Chicago 
The  Fisher  Equipment  Co.,  2oth 

St.  and  Mich.  Ave. Chicago 

Woods    Motor    Vehicle    Co.,   340 

Dearborn  St Chicago 

H.  Mueller  Mfg.  Co Decatur 

H.  H.  Brown  Automobile  Co.   ...Elgin 

Duryea  Motor  Mfg.  Co Peoria 

Peoria  Rubber  Mfg.  Co Peoria 

Chester  Gas  Engine  Co Sterling 

Indiana. 

Roach  &  Albaiius  Co.,  u  Clay  St. Fort  Wayne 

C.  B.  Black  Mfg.  Co ... Indianapolis 

Hearsey  Horseless  Vehicle  Co. .  Indianapolis 
Indianapolis  Transfer  Co.,  215  N. 

Delaware  St Indianapolis 

Indiana  Bicycle  Co Indianapolis 

Parry  Mfg.  Co Indianapolis 

Haynes-Apperson  Co Kokomo 

Munson  Electric  Motor  Co I,a  Porte 

vStudebaker  Bros South  Bend 

Terre  Haute  Carriage  and  Buggy 

Co Terre  Haute 

Iowa. 

Burg  Wagon  Co Burlington 


454 


HORSELESS   VEHICLES   AND   AUTOMOBILES. 


Kentucky. 

I,ouisville  Carriage  Co Louisville 

Louisville  Motor  Vehicle  Co Louisville 

flaine. 

U.  S.  Motor  Carriage  Co Andover 

Hand  &  Harvey Lewistoii 

American  Automobile  Co Portland 

Belknap  Motor  Co Portland 

Maryland. 

Baltimore  Auto.  Mfg.  Co Baltimore 

flassachusetts. 

Amesbury  Auto.  Co.,  71  Elm  St Amesbury 

Carriage  Mach.  Co.,  87  Elm  St Amesbury 

Altham  International  Motor  Co. ..Boston 
American  Rotary  Engine  Co.,  113 

Devonshire  St ...     Boston 

Anderson    Mfg.   Co.,    289    A    St.. 

South Boston 

Cummings  Auto.  Co.,  257  Washing- 
ton St Boston 

Back  Bay  Cycle  and  Motor  Co.,  121 

Mass.  Ave . .  Boston 

Bay  State  Auto,  and  Engine  Co., 

7  Exchange  Place Boston 

Beacon    Motor  Traction    Co.,    206 

Exchange  Bldg Boston 

Colonial  Auto.  Co.,  32  Hawley  St.  .Boston 
A.  M.  Cummings,  257  Washington  • 

St Boston 

Cunningham  Engineering  Co.,  73 

Tremont  St Boston 

Edw.  S.  Clark,  272  Freeport  St ....  Boston 

Equitable  Auto.  &  Truck  Co Boston 

Graham      Equipment      Co.,      170 

Summer  St Boston 

International   Auto,   and  Vehicle 

Co Boston 

Liquid  Air  Power  and  Auto.  Co., 

186  Devonshire  St Boston 

W.  T.  McCullough  Auto.  Co.,  121 

Mass.  Ave Boston 

Motor  and  Carriage  Co  Boston 

New  England  Elec.   Vehicle  and 

Trans.  Co.,  53  State  St Boston 

New  England  Motor  Cycle  Co Boston 

New  Era  Motor  Co. .   .       .         Boston 

Stanley  Mfg.  Co Boston 

Strathmore     Auto.     Co.,     Albion 

Bldg Boston 

The    Turbine     Motor    and     Car- 
riage Co.,  7  Exchange  Pi..     ..Boston 

Standard  Motor  Carriage  Co Braintree 

Motor  Carriage  Co.,   107  Main  St.  .Brockton 

Marsh  Motor  Carriage  Co Brockton 

Haltzer-Cabot  Elec.  Co Brookline 

Pilgrim  Motor  Vehicle  Co Cambridge 


Overman  Wheel  Co Chicopee  Falls 

Crest  Mfg.  Co Dorchester 

Whitney  Motor  Wagon  Co  . .   East  Boston 
Leach  Motor  Vehicle  Co.,  210 

Broadway,...   Everett 

Oakman  Motor  Co Greenfield 

Chas.    R.    Grenter,   Columbia 

Stoker  Works Holyoke 

Mass.  Motor  Vehicle  Co Holyoke 

Holyoke  Motor  Works  Co.   . . .  Holyoke 

Branwell-Robinson  Co Hyde  Park 

Stanley  Mfg.  Co Lawrence 

General  Elec.  Co Lynn 

Heyman  Motor  Vehicle  Co. . .  .Melrose 
American  Motor  Carriage  Co., 

Glen  Ave Newton  Center 

F.  E-  Stanley. ...   Newton 

Wm.  G.  Clark,  23  Chester  St.. No.  Cambridge 

G.  A.  Whitcomb Natick 

Grout  Bros.  Machine  Co Orange 

Chapman  &  Sons  Mfg.  Co.   . . .  Staughton 
Pilgrim  Motor  and  Vehicle  Co.Somerville 

Duryea  Mfg.  Co Springfield 

Hilsdale  Smith Springfield 

Fred.  C.  Wright  &  Co Springfield 

New  England  Motor  Carriage 

Co Waltham 

Waltham  Mfg.  Co .  Waltham 

Piper  &  Tinker Waltham 

American  Wheelock  En.  Co. .  .Worcester 
J.  C.  Wood,  3  School  St Worcester 

flichigan. 

English  Automobile  Co Bentoii  Harbor 

Dealers  Vehicle  Co Detroit 

Detroit  Automobile  Co  Detroit 

Detroit  Horseless  Carriage  Co. Detroit 

Fisher  F.lec.  Mfg.  Co  Detroit 

Hart  &  Co.,  Ltd     Detroit 

Still  Motor  Co.,  707  Chamber 

of  Commerce ..Detroit 

Sintz  Gas  Engine  Co Grand  Rapids 

Wolverine  Motor  Works  ....   Grand  Rapids 

Olds  Motor  Works Lansing 

Standard  Novelty  Co Port  Huron 

A.  H.  Herring.     .    St.  Joseph 

flissouri. 

Miss.  Valley  Auto.  Trans.  Co.  East  St.  Louis 

W.  J.  Staples,  105  W.  Main  St..Marysville 

Erie  Cycle  and  Motor  Carriage 

Co St.  Louis 

National  Auto.  Co.,  714  Chest- 
nut St St.  Louis 

National  Motor  Co.,  1909  Lo- 
cust St St.  Louis 

St.  Louis  Gasoline  Motor  Co., 

822  Clark  Ave St.  Louis 

Wagner  Elec.  Mfg.  Co St.  Louis 


LIST   OF  AUTOMOBILE   MANUFACTURERS. 


455 


Nebraska.  Auto.  Co.  of  America,  32  Broad- 
Omaha  Gas  Engine  Works..  Omaha                                way...            New  York 

Omaha  Gas  Engine  and  Mo-  Auto-   Acetylene  Co.,    15  Park 

torCo Omaha  Row New  York 

Burr  &  Co New  York 

New  Jersey.  Balzer.  Motor  Carriage  Co.,  370 

Atlantic  Elec.  Vehicle  Co. .  .Camden  Girard  Avenue New  York 

Evans  Pneumatic  Motor  Co.,  Columbia    and    Elec.    Vehicle 

126  Market  St Camden  Co.,  100  Broadway New  York 

Gen'l     Carriage    Co.,    Care  De    ^a    Vergne    Refrigerating 

Guarantee  andTrust  Co..Camdeii  Co New  York 

Tractor  Truck  and  Auto.  Co. Camden  Denison  Motor  Wagon  Co New  York 

The  Canda  Mfg.  Co Cartaret  ^lec-  Vehicle  Co.,  1634  Broad- 

Riker  Elec.  Vehicle  Co Elizabethport  wa>T-     •  New  York 

Ascot  Vehicle  Co.,   i   Mont-  J.  W.  Eisenhuth,  40  Wall  St....New  York 

gomery  St Jersey  City  G-  Edgar  Allen,  302  W.  53d  St. .New  York 

Messerer     Auto.      Co.,      15  Hasbrouck  Motor  Co.,  20  Nas- 

Springfield  Ave Newark  sau  St New  York 

Smith  Motor  Co.,  54  Morris  Industrial  Invest,  and  Develop. 

and  Essex  Railroad  Ave.Newark  Co.,  1123  Broadway New  York 

U.  S.  Standard  Motor  Vehi-  International    Power   Co.,  ,  253 

cle  Co. ,  22  Clinton  St Newark  Broadway New  York 

The    Voght    Auto.    Co.,    105  International     Motor    Vehicle 

Plain  St Newark  Co.,  2158  Broadway New  York 

John  C.  Blednay,  132  Orange  Judd  Comisky    Motor  Vehicle 

St..  Newark  Co.,  1724  Broadway New  York 

The  Quick  Mfg.  Co Paterson  I<ancamobile  Co.  of  America,  1 1 

Union  Transit  Co.,  30 Hamil-  Broadway    New  York 

ton  gt  Paterson  x  Y-  Elec.  Vehicle  Trans.  Co. , 

Percy  C.Ohl...  . .  Plainfield  1634  Broadway New  York 

N.   Y.     Auto    Truck    Co.,     253 

New  York.  Broadway  &  541  Fifth  Ave.. New  York 

Binghamton  Gas  Engine  Co  Binghamton  The    General    Power   Co.,    100 

Groef  Motor  Co Brooklyn  William  St New  York 

Maltbey  Auto.  Co.,  12  Clin-  Pneumatic    Carriage    Co.,    253 

ton  St Brooklyn  Broadway New  York 

Krajeroski   Peasant  &  Co.,  Strong    Motor    Co.,    32   Broad- 
Erie  Basin  Iron  Works .  .Brooklyn                              way New  York 

The  Perrett  Storage  Bat.  Co.,  The  Fore  Carriage  Co.,  25  W. 

Anhauser-Bnsch  Bldg. . . Brooklyn  33d  St New  York 

W.  G.  Stolz,  736  Grand  St..  .Brooklyn  The    Elec.    Undertakings    Co., 

Buffalo  Spring  and  Gear  Co.,  I,td.,  52  Broadway New  York 

1520  Niagara  St Buffalo  The  Canda   Mfg.   Co.,  11  Pine 

Kensington  Bicycle  Mfg.  Co.Buffalo  St. New  York 

Natl.  Motor  Transit  Co Buffalo  U.  S.   Vehicle  Co.,   1123  Broad- 
Hunter  Gun  and  Cycle  Wks.Fulton                                   way New  York 

Geneva  Wagon  Co.  .         Geneva  International  Motor  Wheel  Co., 

Horseless  Wagon  Co Jamaica  302  W.  53d  St New  York 

Daimler  Motor  Co I<ong  Island  City       Fredk.  E.  Wood  &  Son,  219  W. 

Harry  Gosper Mumford  igth  St New  York 

American     Motor     Co.,     32  The  Trenton  Auto.  Co.,  Eighth 

Broadway New  York  Ave.  and  49th  St New  York 

Anglo-American   Rapid  Ve-  The  Safety  Three  Wheel  and 

hide  Co.,  20  Broad  St. . .   New  York  Vehicle  Co.,  228  E-  6$d  St.     New  York 

American   I_iquid  Air  Co.,  i  Geo.  T.  Hanchett,  123  liberty 

Broadway .    .  New  York  St New  York 

Auto.  Air  Carriage  Co New  York  I,.  J.  Wing,  97  liberty  St New  York 

American    Electric    Vehicle  J.  H.  Lancaster  Co.,  97  liberty 

Co.,  134  W.  38th  St New  York  St New  York 


456 


HORSELESS   VEHICLES   AND    AUTOMOBILES. 


American  Auto.  Co.,  35  and 

37  Nassau  St New  York 

Traffic  Cycle  Co.,  944  Eighth 

Ave New  York 

English     Auto,    and    Motor 

Co. ,  35  Broadway New  York 

American  Motor  and  Vehi- 
cle Co.,  145  Broadway.... New  York 

Niagara  Auto.  Co  Niagara 

English    Motor    and    Auto. 

Works Oakfield 

Rochester  Elec.  Motor  Co. . .  Rochester 
John  B.  West,  105  Meigs  St.. Rochester 

Saul  &  Van  Wagoner Syracuse 

John  M.  Walshe,   Mgr.,  117 

N.  Warren  St Syracuse 

Syracuse  Auto.  Co Syracuse 

C.  E.  Tower Syracuse 

E.  C.  Stearns  &  Co Syracuse 

Mobile  Co.  of  America  (180 

Times  Bldg.,  N.  Y.).    ..   Syracuse 

Ohio. 

The  Diamond  Rubber  Tire 

Co Akron 

Bullock  Elec.  Co Cincinnati 

Chas.  Eckert .    ...Cincinnati 

Smith-Eggers  Co.,  6th  and 

Sycamore  Sts Cincinnati 

Auto.  Carriage   Supply  Co., 

41 1  Euclid  Ave Cleveland 

Cleveland  Electric  Co Cleveland 

Cleveland  Auto.  Co  . .          .  .Cleveland 
Cleveland    Machine    Screw 

Co Cleveland 

Wm.  G.  Hoffman,  79  Bolivar 

St ..Cleveland 

Phrenix  Motor  Vehicle  Co., 

172  E.  Prospect  St Cleveland 

Elmer  A.  Sperry Cleveland 

Twentieth  Century  Auto.  Co.Cleveland 

Poste  Bros.  Buggy  Co.. Columbus 

Reive-Thompson  Motor  Co.. Columbus 

Meeker  Mfg.  Co Dayton 

The  Advance  Mfg.  Co.,  Vine 

and  4th  Sts Hamilton 

I,orain  Motor  Carriage  Co. .  .lyorain 

Richland  Buggy  Co Mansfield 

M.  Russell  &  Co Massillon 

John  F.  Byers  Mch.  Co Ravenna 

O.  S.  Kelly Springfield 

Jyozier  &  Co Toledo 


Geo.  R.  Burwell Toledo 

Toledo    Steam    and    Air    Motor 

Co Toledo 

Pennsylvania. 

Elec.  Storage  Battery  Co.,  igth 

and  Allegheny  Ave Philadelphia 

General  Elec.  Auto.  Co.,  Bourse 

Bldg Philadelphia 

Iyewis  Motor  Vehicle  Co.,  Room 

439,  Drexel  Bldg Philadelphia 

Morris  &  Salem Philadelphia 

Amer.  Elec.    Mfg.    and    Power 

Co.,  2oth  and  Wash.  Ave Philadelphia 

Oakman     Motor     Vehicle    Co., 

Broad  and  Chestnut  Sts.. Philadelphia 

Penn.   Elec.  Vehicle  and  Trans. 

Co Philadelphia 

Philadelphia  Motor  Wagon  Co ..  Philadelphia 
Schwarz  Auto,  and  Carriage  Co., 

317  N.  Broad  St  Philadelphia 

Standard    Auto.   Co.,    1218   Betz 

Bldg Philadelphia 

Auto.  Car  Co Pittsburg 

Pitts  burg  Motor  Vehicle  Co. . .  ..Pittsburg 

Iyancaster  Motor  Co Pittsburg 

Twy ford  Vehicle  Co Pittsburg 

U.  S.  Motor  Co Pittsburg 

Seely  Mfg.  Co.,  8  Beatty  St Pittsburg 

The  Collins  Elec.  Vehicle  Co Scranton 

Rhode  Island. 

Baldwin  Auto.  Co Providence 

R.  I.  Auto.  Transit  Co Providence 

R.  I.  Auto.  Truck  Co Providence 

Tennessee. 

Harding  Mfg.  Co  Nashville 

Virginia. 

Columbia  Motor  Mfg.  Co        Alexandria 

Washington  Auto.  Co Alexandria 


West  Virginia. 

Pioneer  Iron  Works,  A.  C.  Os- 


born.  Prop.. 


.  Clarksburg 


Wisconsin. 

C.  H.  Seig  Mfg.  Co. Keuosha 

Milwaukee  Auto.  Mfg.  Co Milwaukee 

Wisconsin  Auto,  and  Mach.  Co. .Milwaukee 


INDEX. 


Acetylene  as  a  Motive  Power  — 
Advantages  of  Different  Powers. 

Air  Power 

Alarm  Bell 

Aluminum 

Ammeter 


PACK 

..     19 

..  22 
..  383 
..  418 

-•  79 
..  435 


Atomizers 133  to  140,  183 

Automatic  Clutch  . ..     143 

.  Igniter 404 

Automobile  Air  Pumps 391 

»  Ambulance 303 

.  Bicycle 175 

•  Cabs 295 

«  Charging  Station 357 

t  Chemical  Fire  Engine 437 

«  Contests 16,17,  iS 

i  Construction 27 

t  Electric 27510361 

f  Future 354 

•  In  use 14 

•  Lamps 41 2 

•  Machine  .Shop 423 

»  Manufacturers 453 

.  Management 375~377 

>  Numbers 13 

t  Steam 8310112,  395 

•  Toy 360 

r  Tricycles 189-193 

•  Quadricycle 213 

i  "American"   319 

•  "  Baldwin  " 94 

•  "Bergman" 222 

«  "Clarke"          109 

•  "Clement" 224 

»  "Columbia" 310 

•  "Crest" 168 

•  "  Duryea  " 256-257 

•  "  Fore  Carriage  " 194,  227 

i  "Grout" 235 

i  "  Hasbrouck  "   427 

«  "Hertel"      243 

•  "International" 227 

r  "  Jenatzy  " 281 

§  "  Jeantaud  " ....          ...  285 

•  "Krieger" 282 


PAGE 

Automobile  "  Lancaster  " 399 

•  "Locomobile" ibi 

•  "Milwaukee" 97 

.  "Mueller" 241 

•  "Patin" 286 

t  "  Pennington  " 197  to  203 

•  ' '  Petter  " 220 

•  "Pi ttsbuvgh "  252 

.  "Quick" 170 

"Riker" 328 

•  "Stanley" 101 

"Sintz" 238 

•  "rnderberg" 231 

•  ' '  Victor  '' 395 

t  "  Waver ly  ".. 304 

•  "Winton" 247 

B 

Bacon,  Roger     12 

Baldwin  Steam  Vehicle 94 

Ball  Bearings  414,  439 

Ball  Bearing  Test 415 

Batteries,  Electric 121  to  125 

«         Care  of 350 

•          Primary 353 

t          Storage 343 

Battery,  Hydrometer 357 

Bearings,  Roller     77,    78 

Bicycle  Motors 175  to  178 

.       Pumps 417 

Bell,  The  Ideal 418 

Boilers,  Care  of 67 

"Field" 47 

.       Various 521063,110 

Brass  and  Copper  Goods . .  420 

Brougham,  Electric,  details 292 

Burners 55,  59,  62 


Carbonic  Acid  Gas 19 

Carburetors ..  133  to  140 

Carriages,  Gasoline  Motor 219  to  271 

Carriage  Lamp 359 

Carriage,  Kerosene  .          397 

Charging  Station  Connections  349 


458 


INDEX. 


PAGE 

Chemical  Fire  Engine 437 

Clutch,  Friction 149 

Compensating  Gears, 

44,  45,  72,  73,  Mo.  M4,  M5,  342 

Compressed  Air  Power '. 383 

Controlling  Gear 245 

Copper  Castings 436 

Cylinder  Cooling  Device 162 


Differential  Gears.. ..44,  45,  72,  73,  143,  144,  145 
Delivery  Wagons, 

235,  250,  265,  298,  309,  326,  336 

Diagram  of  Battery  Connections 294,  349 

Dray,  Steam 98 

Driving  Gear 246 

Drop  Forgings., 433 

Dudgeon  Steam  Carriage 46 

Dynamo  Sparker 1 26 


PAGB 

Gasoline  Bicycles 175  to  188 

«         Controller    184 

t         Motor,  First 13 

»          Motors 157,  163,  226,  427,  431 

Gear  Cutting  Machines 421,  422 

Gear,  Electric,  Speed 288,  289 

Gear,  Speed 161,  223,  242,  251,  438 

Good  Roads  Agitation 15 

Gordon  Steam  Carriage 37 

Curacy's      .  .         39,  40 


H 


Hancock  Steam  Omnibus 41 

Hasbrouck  Motor 428 

Historical 33  to  48 


Ignition  Devices  . 
Ignition  Plug. .     . . 


[26  to  130,  185,  404 
130 


Early  Steam  Carriages 34  to  43 

Eccentric  Reversing  Gear 71 

Electric  Motor 25 

»        Ignition 12110130 

•  Motor  Power 275  to  361 

f        Motor  Connections 294 

•  Lamp ...          360 

•  Brougham  and  Cabs 291 

»        Driving  Gear 2.SS 

•  Automobile  Co .*.  297 

•  Ambulance 302 

§        Cab,  how  to  build     365 

i        Carriages 27510372 

•  Carriage,  "  Jenatzy  " 281 

t  •         "Jeantaud'' 2*5 

•  •         "Columbia" 310 

•  f         "Krieger" 282 

•  •         Omnibus 316,  335 

•  •         "Riker'' ..  328 

•  •         "  Patin " 286 

•  •         "Victoria" 280 

•  •         "  Waverly " 304 

•  Hansom  Cabs 295,  296 

Engines,  Steam 64,  65,  66 

•  Traction 871090 

Experimental  Shop 401 

Explosive  Motor  Vehicles..  115  to  271,  397,  402 

t          Motors ...157,406 


Fifth  Wheel  196 

Fisher  Steam  Carriage 46 

Forgings,  Carriage 433 

Friction  Clutch  Gear 149 

Fuel  Regulator     . .   106 


James  Steam  Carriage 38 

Jump  Spark  Coils ..128 


397 

398,  431 


K 

Kerosene  Motor  Carriage. 

Kerosene  Motors 

Knuckle  Joint  Bearings    . 


Lamps,  Carriage 412 

License 20,  21 

Liquid  Air Ig, 

Lubricants 419,  421 


n 


Maceroni  &  Squire,  Steam  Coach 42 

Mackensie,  Steam  Brougham 47 

Management  of  Motor  Vehicles 375 

•  Special  377 

Machinery  for  Automobile  Work.     423  to  427 

Motor  Cycles 175  to  188 

Motor,  Kerosene 266,  398 

Motors,  Gasoline...     157,  163,  169,  172,  206, 

2°7-  233,  240,  402,  407,  428,  429 

Motors,  Gasoline  Duplex 165,  166 

Motor  Starter 150 

Motor  Starting 24 

Motor  Wheel .     228  to  230 

Mufflers     152  to  154 


N 


Newton,  Sir  Isaac. 


33 


INDEX. 


459 


Oil  Cup... 
Oil  Motor. 


PAGE 

..    421 


.398,   431 


PAGE 

Steam  Fire  Engine 92,    93 

»       Motors     64  to  66,  107  in 

Storage  Batteries 25,  343 

Switch-Board 349 


Patents,  Number  of 13 

Patents,  I,ist  of 445 

Perkins' Steam  Wagon 47 

Pivots,  Steering 26,  433 

Plug,  Ignition 130 

Pumps,  Tire . .' 416 


Ouadricycles,  Canda. 
i  Orient. 


212 
210 


Regulator,  Automatic  Fuel 106 

Repair  Station 357 

Ransome's  Steam  Carriage. .! 46 

Road  Rollers,  Steam 83  to    S6 

Road  Wagon,  Cugnofs 34 

Road  Wagons,  Early 33 

Roller  Bearings  77,  78 

Russell's  Steam  Coach.. . . 


Testing  Ball  Bearings     415 

Tempered  Copper  Castings 436 

Tires        ...  26,74,75,76,409,410 

Tire  Pumps     391,416 

Transmission  Gear 438 

Traction  Engines  87  to    90 

Trevithick  Steam  Carriage 36 

Tricycle,  "  Ariel  " 193 

"Bollee" 189 

•  ' '  Barrow  " 290 

•  "Duryea'' .260 

•  "  De  Dion-Bouton  " 204 

•  Design 167,191 

Gear .147 

«         "  Pennington  " 197,202,203 

•  "Py  " 191 

•  Tandem  211 

Truck,  Auto 402 

Truck,  Electric 337 

Trucks,  Compressed  Air  Power 385 


Serpollet's  Steam  Carriage 51  to 

Shop,  Experimental 401 

Smith  Motor  429 

Speed  Gear,  Electric 285 

Speed  Gear 161,  221,  223,  242,  251,  341 

Spring  Propulsion  12 

Sparking  Coils     126  to  129 

Starter  for  Explosive  Motor ..  150 

Steering  Gear 151   283,341,342 

Steam  Propulsion,  Early 12  to    37 

•  Carriages 34  to  48,  94  to  112,  395 

•  Boilers  52to6i,  no 

f       Dray 98 


Variable  Speed  Gear 146 

Vaporizers 133  to  140,  183,  207 

Valve  Gear 186 

Vehicle  Bodies 439 

Vehicle  Gear    161,  221,  223,  232,  261 

Veneer,  Moisture  Proof 439 

Volt- Ammeter .  .  435 


w 


Wind  Propulsion 


Yale  Motor 157 


...RAINBOW  PACKING 


Thousands 

of 

Imitators. 
Ho  Equal. 

Will  hold 
Highest 
Pressure. 


THE  COLOR  OF  RAINBOW  PACKING  IS  RED. 

Three  Rows  of  Diamonds  extending  throughout  the  entire  length  of 
each  and  every  roll  of  Rainbow  Packing. 

Sole  Manufacturers  of  the  Celtbrated__— ^^•••^ 

Eclipse  Sectional  Rainbow  Gasket, 

Peerless  Piston  and  Valve  Rod  Packing, 

Honest  John  Hydraulic  Rainbow  Core  Packing, 

Zero  Combination  Metallic 

Ammonia  Packing. 

iiuuiiiiiiiiiitriiiniHi 

A  FULL  AND   COMPLETE  LINE  OF  FINE  MECHANICAL  RUBBER  GOODS 


Send  For  Our  New  Catalogue. 


Copyrighted  and  Manufactured  Exclusively  by  .  ... 

PEERLESS  RUBBER  MANUFACTURING  CO., 

16    WARREN     ST.,     NEW    YORK. 
I7iese  Goods  can  be  obtained  at  all  first-class  dealers. 


KELLBPRINfiFIElD 


SOLID  RUBBER  IS  THE   BEST. 

We  make  a  special  tire  for  heavy 
Automobiles,  Fire  Engines,  Trucks, 
etc.,  with  four  retaining  wires  elec- 
trically welded  in  the  channel. 


LET  US  SEND  YOU  A  LITTLE  FOLDER 
TELLING   ALL  ABOUT  THEM. 

Zl    I   111  I    I  III llllllllllllllllll!ll|llll>l!lllllllllllllllllllllllllllllllllllllllllllllllllllllllll!lllllllllll!lllllltllllllltllllllllllll:lll<l:)'t= 

CONSOLIDATED    RUBBER   TIRE   COMPANY, 

4O    WALL    STREET,    NEW    YORK. 


the 

Perfect 

Automobile 


4fe  If  you  will  tell  us 
whether  you  want  a 
carriage  for  pleasure 
or  a  wagon  for  busi- 
ness we  will  mail 

4n    you  a  catalogue  ac 


and  enjoy  the  pleasure  of  gliding  along  without 
noise  or  jar.  In  the  RIKER  Electric  Vehicles 
vibration  has  been  entirely  overcome,  the 
motor  and  running  gear  being  separated  from 
the  body.  All  rebound  is  absorbed  by  a 
flexible  frame  of  special  construction.  The 
guiding  gear  responds  to  the  slightest  touch, 
and  yet  its  course  cannot  be  changed  by  ac- 
cident. In  point  of  efficiency,  speed  and 
beauty,  the  RIKER  Electric  Vehicle  is  rightly 
pronounced — 


curately  describing 
them  in  pictures  and 
words. 


$  cbc  Rikcr  tlcotric 


Cutting  IPaclery 

FOR  O 


AUTOMOBILES 

less  jlH       |       Motor 
ides,  Cycles 


Eberhardt's 

Original 

System 

Eadial 

Duplex 

Cutter, 

Write  for        L. 
Catalogue  and 
Prices. 

OOULO   * 


Gears  Cut 
to  Order 
Promptly 


Designer* 
and  Builders 
of 

HIGH 

€LASS 
Machine 
Tools. 

rv.  J. 


Gasoline 


FOR 

STATIONERY,    MARINE  and   MOTOR 
VEHICLES,  X  to  4  H.  P. 

Also  Complete  Sets  of  Castings  with 
Working  Drawings. 

LOWELL  MODEL  CO., 

Box  291  LOWELL,  MASS. 


JUMP 


SPARKS 


FOR    AUTOMOBILES. 


THE  JUMP  SPARK  COIL   FOR 
AUTOMOBILES 

is  the  ideal  Gas  Engine  Igniter. 
Simple  construction.  Moisture 
proof.  A  high  grade  instru- 
ment at  a  low  price.  These 
coils  are  specially  constructed 
for  igniting  the  charge  in  the 
combustion  chamber  of  Gas, 
Gasoline  or  Oil  Engines  by  the 
use  of  fixed  Electrodes.  Ac- 
knowledged by  Authorities  to 
be  the  best  Coils  for  the  most 
"  Up-to-date  "  method  of  Elec- 
tric Ignition.  Manufactured 
by 

C.  F.  SPLIT DOUF, 
23  Vandewater  St. 

New  York,  U.  S.  A. 


Automobile  Busses  -££&-  "Auto" 

FROfl  RUNABOUTS  TO  CABS. 


RUNNING  GEAR,  DIFFERENTIAL  AXLES,  WHEELS  and   PARTS. 
ENGINES  SEPARATE  OR  MOUNTED  ON  GEAR. 

THE  DENISON  ELEC.  ENGINEERING  CO., 

Write  for  information. 

Send  SOc.  for  working  Hodel  of  NCW    HaVeil,     COHD.,     U.     S.     A. 

Engine  with  full  description 

WILLIAM    ROCHE'S 

"Autogas"  Primary  Dry  Cell, 

Are  specially  made  for  automobile  work,  either  for  lights  or  sparkin 
gasoline  engine.     For  sparking,  the  cells  are  put  up   in  neatly  finishe 


Are  specially  made  for  automobile  work,  either  for  lights  or  sparking 
oline  engine.     For  sparking,  the  cells  are  put  up   in  neatly  finished 

box,  with  spark  coil  and  rheostat  complete. 

Price  for  eight-cell  outfit,  $10;    six-cell  outfit  for  lights,  with  rheostat, 

$5.    F.  o.  b.  New  York.    Write  for  1900  catalogue. 


WILLIAM  KOCHE, 


Vesey  St.,  N.  Y.  City. 


JOHN  KING  METAL    COMPANY, 

General  Offices,  15  Wall  Street,  New  York. 

The  (special)  Steel  Castings  manufactured  by  this  Company  are  peculiarly  adapted  to  fill  the 
requirements  of  the  motor  vehicle  trade.  Castings  for  this  service  may  be  made  in  any  desired 
size,  shape  and  thickness  ;  can  be  tempered  throughout  and  are  sound  and  tough.  The  Elastic 
Limit  closely  approaches  the  ultimate  tensile  strength,  while  the  metal  will  bend  cold  under 
the  hammer,  taking  a  decided  set  before  failure.  Its  machining  qualities  are  excellent.  Parts 
may  be  polished  on  a  buffing  wheel  to  resemble  nickel  plate  and  when  so  polished,  resist  the 
action  of  rust  remarkably  well.  In  gears  and  all  frictional  services  it  compares  favorably  with 
bronze  and  outwears  open  hearth  steel  in  cut  gears. 


TIRE   PUMPS   FOR   MAKERS  AND  USERS   OF   PNEUMATIC  TIRED   VEHICLES. 
CLEASON-PETERS    AIR    PUMP    CO., 

HOUSTON  AND  MERCER  STS.,  NEW  YORK,  U.  S.  A. 

Automobile  Charging 

and  Repair  Station 

We  Make,  Rent,  Recharge  and 
Repair  Storage  Batteries 

THE  STORAGE  BATTERY  SUPPLY  COMPANY, 

Established  1891.     Telephone  :  1065  Madison  Sq.     Incorp.  1898. 

OFFICE    AND  WORKS: 

239  East    >7ih  St.,  NKW  YORK  CITY. 

THE  FRANKLIN 

MODEL  SHOP. 

Equipped  with  new,  up-to-date  machinery  and  accurate  electrical  testing  asraratus 

of  the  best  make.    Our,  practical  experience  covers  a  wide  range  in  electrical, 

experimental  and  gas  engine  work.    We  are  prepared  to  make  anything  you 

want  in  the  line  of  special  part«.  mixing  valves,  vaporizers,  etc.     •  irawings 

and  designs  made  for  special  machinery.    Write  for  pamphlet. 

PARSELL    &    WEED, 
129-131  West  3ist  St.  New  York  City. 

Telephone,  2144  Franklin,  with  private  branch  exchange  connecting  all  department!-. 

I.  T.  iiitioiii  iius  IXD  COPPER  co, 

NEW  YORK. 

We  Have  a  Large  and  Varied  Assortment  of 

BRASS  AND  COPPER, 

....  SOLE  MANUFACTURERS  OF  THE  ... 


ATJTO-SAFETT  OILER 


ESPECIALLY      ADAPTED     TO    THE 
AUTOMOBILE     TRADE. 


Work  Done 
While  You 
Wait. 


Tin  Goone  imi  Co,, 


Wagons  and 

Carriages 

Built  and  Repaired. 


209  West  i8th  Street,  nea^envueenth  New  York. 
AUTOMOBILE  REPAIRING  A  SPECIALTY. 

Telephone  Call,  2019— 18th  Street. 


THE. 


Registered 


SARTUS 


Trade  Mark. 


BALL  RETAINER  ail  SEPARATOR 


Leduces   Friction  to   ;i    Minimum. 


Pat.  Oct.  4,  '98. 
May  2,  '99. 


Can  be  furnished  in  any  size  and  strength  of  metal, 
ACCURACY  and  is  cheaper  than  any  other  retainer  and  separator 

in  the  market,  owing  to  its  simplicity  of  manufacture. 

Clm  E  A  M"ill  E  S  S 


i»i  itAiui  ii v    THE  SARTUS  BALL  BEARING  CO., 

STRENGTH  519  West  45th  Street,  New  York  City. 


Established 


E.   H.   KELLOGG  &  CO.,™ 


Sole   Manufacturers  of  the  World  Renowned 


BEST  GRADES  |   ||RR|nANTS 
Ra'Iway,  Dynamo, Gas  Engine, 


Automobiles, 


New  York,  Liverpool,  London,  Bremen,    «x<*  ^ 
Uamburg,  Bombay,  Calcutta.  243  Si 


H  AIM  O  AMI*     li     ^     TT 
«,  IICW  YOfKt  U.  S.  /!• 


THE  DEWES  &  WHITING 


£Erab  AUTOMOBILE  TIRE 


I 


DEWES  &  WHITING,  No.  243  Center  Street,  New  York. 

WE  MANUFACTURE 

Kerosene  Oil  Engines 

OF    EVERY    DESCRIPTION. 

The  coming  ENGINE  for  MARINE,  INDUSTRIAL   and   HORSELESS 

CARRIAGES  is  the   KEROSENE   OIL  ENGINE.      It  is  the 

Cheapest  to  Run,  and  Perfectly  Safe  to  Operate. 

THE  NEW  YORK  KEROSENE  OIL  ENGINE  CO. 

31    BURLING  SLIP,   NEW   YORK. 


AN  ILLUSTRATED  MONTHLY 

CONTAINING 

Original  Matter  in  Short  Concise  Articles. 

Circulating  especially  among  the  owners,  users  and  prospective  owners  of 
self-propelled  vehicles.  It  is  the  most  widely  read  paper  on  the  subject  on 
this  continent. 

Sold  by  all  newsdealers  who  are  supplied  through  the  American  News  Co. 

$1.00   A    YEAR.         10    CENTS   A   COPY. 

E.  L.  POWERS  CO.,  Publishers,  150  Nassau  St.,  New  York. 


219  West  19th  Street, 


FREDERICK    R.    WOOD   &    SON, 

MANUFACTURERS, 


.NEW  YORK. 


Special  Motor  Carriages, 
Delivery  and  Mail 
Wagons  and  Gasoline 
Launches  of  every  style 
and  size  promptly  de- 
signed and  built  to  or- 
der.... 

Acetylene  Gas   Genera- 
tors, Searchlights  and 
Lamps,  Hoisting   and 
Mining  Machinery. 
IjANCAMOBILES— Ideal  Auto- Vehicles. 

IjANCAmOBILES— Triumphant  gasoline-operated  carriages  par  excellence. 
IjANCAOTOBILE*— Automobilism  effectually  realized. 
LANCARIOBILES— Locomotion  without  risk. 
Ij  ANC  A  MOBILES— Pleasure  without  danger. 

LANCAUIOBILES— Anglo-American  strength  and  ingenuity  with  Parisian  dainti- 
ness. 
EiANCAUIOBILES— Odorless,  noiseless,  steamless.     Luxurious  mobility,   safety, 

speed,  simplicity. 
LiANCAITCOBILES— Pleasure,  business,  trucking. 

Illustrations,  prices,  agencies  and  full  particulars  on  application  to  the  patentees  and  mfrs. 

JAMES  H.  LANCASTER  CO.,  Inc., 

95-97  Liberty  St.,  New  York,  U.  S.  A. 


i^Dietz  Automobile  Lamp 

is  about  as  near  perfection  as  50  years  of  Lamp- 
Making  can  attain  to.  It  burns  kerosene,  and 
gives  a  powerful,  clear,  white  light,  and  will 
neither  blow  nor  jar  out.  When  out  riding, 
the  darkness  easily  keeps  about  two  hundred 
feet  ahead  of  your  vehicle.  When  you  want 
the  very  best  Automobile  Lamp  to  be  had,  ask 
your  dealer  for  the  "  Dietz." 

We  issue  a  special  catalogue  of  this  Lamp, 
and,  if  you  ever  prowl  around  after  nightfall, 
it  will  interest  you.  'Tis  mailed  free. 


R.  E.  DIETZ  COMPANY, 

60  Laight  Street.  NEW    YORK. 


Established  in  1840. 


Cbc  Quick  manufacturing  €o 


NEWARK,  N.  J. 

....Manufacturers  of 

gasoline  Uchiclc  motors. 

-  ANY  SIZE  DESIRED. 

Our  Motors  are  strictly  guaranteed  to  be  reliable 
under  the  most  adverse  circumstances.  We  have 
enlarged  our  plant,  and,  therefore,  will  manufacture 
the  complete  vehicle. 

Long  Distance  Telephone  Connection. 

Telephone  1225  Main. 

GASOLINE 
MOTORS 

I  H.  P.  to  10  H.  P. 

with  or  without  Water  Jacket 
...  for  ..  . 

AUTOMOBILES  and  LAUNCHES 

Vertical  or  Horizontal ; 
Electric  Ignition. 

lE^Large  factory  suitable  for 
experimental  work.  Any  style 
ot  carriage  built  to  order  from 
owner's  drawings.  Larger  sizes 
for  heavy  vehicles  in  course  of 
construction. 

MALTBY  AUTOMOBILE  CO,, 

10-12  Clinton  Street, 

BROOKLYN,  N.  Y. 

Write  for  circular. 


Launch  Engine. 


Bicycle  Motor. 


Ungmuir's  Patent  Improved  Solid  Rubber 

CARRIAGE 


TIRE 


o  o 


UNDER  LOAD 


NORMAL.  ....MANUFACTURED     BY.... 

REVERE  RUBBER  CO., 

59  and  61   READE    STREET, 

NEW    YORK 


No  Floats  or  Submerged  Working 
Parts. 


'£  MERRILL  PNEUMATIC  PUMP 

Operated  by 

COMPRESSED  AIR. 


Suited  to  All  Conditions  and  Places  from 
'Vhich  Water  is  Taken.  :::::: 
Sent  on  Trial  to  All  Parts  of  the  Country. 
Single  and  Duplex  Displacement  and  Piston 

Types     :       :       :       :       :::::::: 

Can  be  Installed  by  Any  Mechanic.     :     : 


Duplex  Displacement  Type, 


WRITE   FOR  CIRCULAR 


MERRILL    PNEUMATIC    PUMP    CO, 

141  Broadway,    New  York. 


The  Highest  Degree 
of  Excellence  ^e  ^e  <£ 


2 
t 


5 


is  achieved  only  by  effort  and  experience.  For 
fifteen  years  we  have  made  Gas  and  Gasoline 
Engines,  always  improving,  until  now  we  present 
the  most  reliable,  economical,  durable,  simple  and 
safe  Bngines  on  the  market  adapted  to  all  uses. 

In  1880  we  used  a  few  feet  of  floor  space.  In 
1900  we  use  four  and  one  half  acres  of  floor  space, 
filled  with  improved  machinery, 

Olds  Motors  are  made... 


only  by  the  Olds  people 
under  the  Olds  patents.. 

We  have  the  largest  capacity  of  any  manu- 
factory of  motors  using  gasoline  or  gas.  Our  motor 
vehicles  in  constant  use  since  1896,  prove  so  satis- 
factory that  we  believe  our  model  the  most  practical 
yet  produced.  We  furnish  the  vehicle  motors  sep- 
arate if  desired. 

Send  for  catalogue  which  explains  every  detail 
of  construction  and  carries  conviction. 


ELECTRIC  AIR  PUMP 


FOR. 


Automobiles 

AND  BICYCLES 

operated  by  110  volt  continuous 
current  or  by  storage  battery. 

SIMPLE, 
DURABLE, 
CONVENIENT. 

Every  Automobile 
owner  and  every  fac- 
tory should  have  one 
to  save  time  and 
labor. 

Write  us  for  Prices 
and  other  information. 

AUTO  ELECTRIC  AIR 
PUMP  CO. 

39-41  Cortlandt  Strict, 
NEW  YORK. 


AUTOTRUCKS 


FOR  HEAVY  WORK. 

Wing's 

SYSTEM— • 

Combined  Gas  and  Air  Engines.     Compressed  air  used  for 

starting  the   Engine,  for  auxiliary  power,  for  applying 

brakes  to  wagon,  etc.     Can  be  applied  to  the 

ordinary  truck,  delivery  wagon,  etc. 

L.  J.  WING, 

95-97  Uberf/Street.  New  York  City,  U.  S.  A. 


The  SECOR  Kerosene  Oil  Engine 

FURMSHES 

POWER  AT  LOWEST  COST 

For  all  Purposes  Everywhere. 

Is  Applicable  to  AUTOMOBILES,  STATIONARY  ENGINES 


AND 


SAFE 


ELECTRIC   LIGHTING 

RELIABLE  DURABLE 


THE   GENERAL  POWER  CO., 

ioo  WILLIAM  STREET, 

NEW    YORK, 


The 


J-Jasbrouck  ]y[otor 


EQUIPPED  WITH  HASBROUCK  MOTORS. 

The  only  Odorless  Gasoline  Motor  on  the  Market. 


Perfect  Combustion.    No  Vibration. 

Quick  to  Start.    SAFE  TO  OPERATE. 
Perfectly  Balanced. 

Speed  from  1  to  20  Miles  per  Hour. 


Special  attention  given  to  STAGE  COACHES  with  Seating  Capacity  for 
from  10  to  20  Passengers.     Also  Delivery  Wagons. 


HASBROUCK  MOTOR  COMPANY 


New  York  Office,  20  NASSAU  STREET,  N.  Y. 

Telephone,  1957  John. 


LINK 


of  Milling  Machines, 
Screw  Machines 
and  Cutter  Grinders. 

All  used  in  the  manufacture  of 
Automobiles, 

etc. .  are  fully  described  in  our 
Catalogue  for  1900.  Sent  free  on 
request. 

The  Garvin  Machine  Co., 

Cor.  Spring  and  Varick  Sts., 
Ne^w  York. 

Philadelphia  Store:  51  N.  7th  St. 
MANNING,  MAXWELL  &  MOORE, 

22  S.  CANAL  ST.,  CHICAGO. 


"MILLER'S" 
EXCELSIOR 


Automobile  LUBRICANTS 

«    * 

— FOR— 

Gears, 
Roller- 
Bearings 


PRICE    5O    CENTS    PER    CAN. 
Send  for  prices  in  bulk. 

W.  P.  MILLER'S  SONS,  100  Greenpoint  Ave.,  Brooklyn,  N.  Y. 


— FOR — 

Chains 
Ball- 


New  Toy— Electric  Automobile 


COMPLETE,  READY  TO  RUN. 
Size,    121^x6^x7^   inches. 

PRICE    COMPLETE 


$5.00. 


Write  for  catalog  of  Toys  and 
Novelties. 
Manufactured  exclusively  by 

KNAPP  ELECTRIC  AND  NOVELTY  CO., 

ia8  White  Street,  New  York. 


CHRISTEW  NIELSOItf 

MANUFACTURER  OF  THE 

JHELSOir  ROLLER  BEARING  FIFTH  WHEEL. 

FOB  ALL  KINDS  OP  PLATFORM  WAGONS,  CARRIAGES   ETC.     HAS  NO  EQUAL 

WHAT  WE  CLAIM. 
1st.  By  overcoming  the  friction,  we  avoid 
the  use  of  grease  or  any  other  lubricant. 
3d.  By  notuslnggrease  or  its  equiva- 
lents, the  Fifth  wheel  of  the  vehicle  Is 
always  clean  8d.  Our  Fifth  Wheels  al- 
ways work  the  same,  winter  orsummer, 
extreme  heat  or  cold  does  not  affect 
them.  4th.  As  our  Fifth  Wheels  always 
work  easy,  the  pole  or  shafts  cannot  be 
broken  in  tnrnirg,  no  matter  how  heavy 
the  load.  6th.  As  there  is  no  strain  on 
the  horse,  or  horses,  in  turning,,  cramp- 
Ing  or  backing  up,  it  Is  absolutely  Im- 
possible to  throw  them,  and  win  keep 
their  necks  from  galling.  6th  The  wear 
and  tear  of  the  vehicle  is  considerably 
reduced  by  the  une  of  this  Fifth  Wheel. 
Last,  but  not  least— A  great  saving  to 
horse  flesh. 

Office,  211  Twenty-Second  St.    RROOICT  VN"      N     V       Telephone  Call, 
Factory,   745  Third  Avenue.      iJl\vJVJJVJL.  I  i>,    IX.     I.  172  South. 


AUTOMOBILES 


Compact^^Uniformoc^Mechanically  Correct* 

Simple  in  Constructions* ^Perfect 

in  Operation* 

PRACTICAL-  =  DURABLE. 


UPTON    TRANSMISSION    GEAR. 


Tor  flny  Rind  of  motto*  Power. 


NEAT   IN   APPEARANCE. 
Write  for  information  and  prices. 


UPTON  MACHINE  Go. 

\1  STATE   STREET, 

Telephone,  2762  Broad.  NEW   YORK, 


Rousseau's  Ideal  Bell 


Constructed  on  an  en- 
tirely new  principle;  gives 
a  stronger  blow  than 
any  other  with  the  same 
battery  power.  It  has  a 
long  rubbing  contact, 
which  is  broken  only  after 
the  armature  touches  the 
magnet.  See  description 
of  bell  on  pages  417,  418 
and  4 19. 

Water  and  Dust  Proof. 

Sizes  from  2  in.  to  12  in. 
will  be  carried  in  stock. 


SEND  FOR  PRICE  LIST. 


DAVID  ROUSSEAU, 

310  Mott  Avenue,  New  York  City, 

The  Smith 
Motor  Co. 


Manufacturers  of  ... 


Hydro=Carbon  Motors. 

Office  and  Factory : 

54-56  Morris  &  Essex  Railroad  Avenue, 
NEWARK,    N.    J. 


POCKET 
VOLT-AMMETEF 

L.M.PIGNOLET. 


Continuou5=Current 

Volt=Ammeter 

FOE  TESTING  STORAGE  AND 
PRIMARY  BATTERIES 

FOR    AUTOMOBILES 

Volt-Meters,  Ammeters  and  Special  Instruments 

LzOfcllS  M.  PI6NOLET 

78  CORTLANDT  ST.,  NEW  YORK. 


M"  oistare-proof         Wffitf Worid 

-**r  ^^  and  Durability 

x<?.     ^<D 
Vehicle   J^arjels  ... 

and  Laminated  Lumber  for  Automobile  Bodies, 
NOT  AFFECTED  BY  ATMOSPHERIC  CHANGES. 


VENEER    PANELS   FOR   AUTOMOBILES,   COACHES, 
DELIVERY  WA80NS,   ETC., 

Without  Joining  or  Splicing. 
ANY  SIZE,   SHAPE  AND   THICKNESS   REQUIRED. 

.Automobile  Bodies.. 

flADE  TO  ORDER. 

We  also  make  PANELS  with  ABSOLUTELY  WATERPROOF 
Glue  for  Special  Uses. 

Write  for  information  and  prices  .... 

SEGUINE-AXFORD  VENEER  CO., 

94-100  Pacific  Avenue, 

Telephone,  Jersey  City  2803.  JERSEY  CITY,  N.  J. 


AUTOMOBILE 


PHOSPHOR  BRONZE 
ALUMINUM 
NICKEL  ALLOY 
COMPOSITION 
TEMPERED  COPPER 
MANGANESE  BRONZE 


CASTINGS 


BABBITT    flETAL    AND    SPELTER    SOLDER. 
Write  for  Prices  and  Information. 


E.  A.  WILLIAflS  &  SON, 

105  Plymouth  Street,  Jersey  City,  N.  J. 
^WILLIAMS'    DROP    FORCINGS* 


Cut  shows  our  standard  ABM  ^•^*  -"^JBnni11  OTTATTTIV  -arm  foil  in  a 

for  steering  gear.    We  have  also  ^^fe^lill  QUALITY  will  tell  m  an 

the  steering  knuckle  that  goes  I  automobile.     We  guarantee 

with  it.    If  you  need  a  different  WMBjumuu^™™  tfae         m     of  our  f  orgin^s 

ffs^Nftssff  A£s  «* « -»*» «»» d08e  to 

for  that  work.  size. 

J.    H.    WILLIAMS    &    CO., 
9-31    RICHARDS   STREET,  BROOKLYN,    N.    Y. 

fluto*  Cycle  *  Chemical 

•  FOR  FIRE  DEPARTMENT  PURPOSES. 

Ras  a  Speed  of  20  to  so  miles  per  hour. 
Clean,  |    Simple, 

Noiseless,  Reliable, 

Odorless,    |  Durable. 

5TARTS   INSTANTLY. 


nade  Rfegaerd1i!seof  g"erial  Perfect  Combustion 


WRITE  FOR  INFORMATION  AND  PRICES. 

H.  01.  Dolfini  $  Company,  3*2  Classen  m.,  Brooklyn,  n  V. 


Cbe  Baker  Ball  Bearing  flxlc. 

THE  MOST  PERFECT  ANTI-FRICTION 

i,i>iiiiiiiuiiiiii 111111111111111111111111111,11111111111111111111111111.111111111111111111111111111111111111111111111 iiiiuiiii 

AXLE   MADE. 


II 
3  > 


I 


.....  Ulritc  for  Information  and  Prices  ..... 

UNITED  STATES  BALL  BEARING  CO., 

fcelephone,  Uladison  Square  1723. 
.  •>» 

1123  Broad  -way,  NeA?sr  York. 

AUTOMATIC  LOCOMOBILE  FURNACE  IGNITER 

New  and  simple  electric  device  by  which  fire  in  furnace  may  be 
ignited  or  relighted  at  any  time  by  simply  pressing  a  button  at 
the  seat.  Permits  of  extinguishing  fire  and  thus  saving  fuel 

during  stops,  or  relighting  while  under  way  should  fire  be  blown 

out  by  wind.    Illustrated  in  reading  columns. 


A.  L.  BOQART  CO.,  "3  "0*  Clty 


Our  96-page  Catalogue  of 

Scientific  and  Practical 
Books, 

embracing  works  on  all  scientific  and  practical  subjects,  will  be 
sent  free  to  anyone  requesting  it.        Address 

NOEMAN   W,   HENLEY   &    00,,   Publishers, 

132  Nassau  Street,  New  York. 


Other  Valuable  Works 


BY 


GARDNER   D.  HISCOX, 


THIRD  EDITION,  REVISED  AND  flUCH  ENLARGED. 

fins,  PLIHE  m  OIL 


BY    GARDNER     D.     HISCOX,     M.E. 


THE   ONLY   AMERICAN   BOOK   ON   THE   SUBJECT. 

A  book  designed  for  the  general  information  of  every  one  interested  in  this  new 
and  popular  motive  power,  and  its  adaptation  to  the  increasing  demand  for  a  cheap 
and  easily  managed  motor  requiring  no  licensed  engineer. 

The  book  treats  of  the  theory  and  practice  of  Gas,  Gasoline,  and  Oil  Engines,  as 
designed  and  m  nufactured  in  the  United  States.  It  also 'contains  chapters  on  Horse- 
less Vehicles,  Electric- Lighting,  Marine  Propulsion,  etc. 


Third  Edition.    Illustrated  by  270  Engravings,     Revised  and  Enlarged. 
LARGE    OCTAVO.  384  PAGES.  PRICE,  $2.50. 

MECHANICAL  MOVEMENTS 

POWERS,  DEVICES,  AND  APPLIANCES. 

BY  GARDNER  D.  HISCOX,  M.E. 

A  Dictionary  of  Mechanical  Movements,  Powers,  Devices  and  Appliances,  embrac- 
ing an  illustrated  description  of  the  greatest  variety  of  mechanical  movements  and 
devices  in  any  language.  A  new  work  on  Illustrated  Mechanics,  Mechanical  Move- 
ments, Devices  and  Appliances,  covering  nearly  the  whole  range  of  the  practical  and 
inventi\  e  field,  for  the  use  of  Machinists,  Mechanics,  Inventors,  Engineers,  Draughts- 
men, Students,  and  all  others  interested  in  any  way  in  the  devising  and  operation  of 
mechanical  works  of  any  kind. 

Large  8vo,    Over  400  Pages.     1649  Illustrations,  with  Descriptive 
Text.    Price,  13.00. 

*  *  *  Either  of  the  above  books  will  be  sent  prepaid  to  any  part  of  the  world,  on 
receipt  of  the  price.  Remit  by  draft,  postal  order,  express  order  or  registered  letter 
to  our  order.  Our  96-page  Catalogue  of  practical  books  on  all  subjects,  sent  free 
to  any  address. 

MUNN  &  CO.,  Publishers, 

36J  BROADWAY,  NEW  YORK. 


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